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FREIGHT    RATES 

WESTERN   TERRITORY 


PART   1 

WESTERN  TRUNK  LINE  TERRITORY 


H.   H.   CHURCHILL 

Chief  of  Tariff  Bureau 

Chicago  Great  Western  Railway 

Chicago 


LASALLE  EXTENSION  UNIVERSITY 
(Non-Resident  Instruction) 

CHICAGO 


Copyright,  1914 
LaSALLE  EXTENSION  UNIVERSITY 


r-» 


L,*>Z 


CONTENTS 


I.     Intrastate  Rates 

State  Kates  in  Illinois 1 

State  Rates  in  Iowa 5 

State  Rates  in  Missouri 7 

State  Rates  in  Wisconsin 8 

State  Rates  in  Michigan 10 

State  Rates  in  Minnesota 10 

State  Rates  in  South  Dakota 12 

State  Rates  in  North  Dakota 13 

II.     To  Missouri  River  Rate  Territory 
rt-                             Interstate  Rates  to  and  From  States  within  West- 
ern Trunk  Line  Territory 19 

Rates  to  and  From  Central  Freight  Association 

Territory   30 

Rates  to  and  From  Atlantic  Seaboard  Territory  32 


III.     Rates   To  and  From   Minnesota,   Michigan   and 
Wisconsin 

Development   33 

Duluth  and  St.  Paul  Rate  Points 34 

Grouping  of  Territory 34 

Rates  to  St.  Paul 36 

Rates  to  Duluth  36 

Rates  from  and  to  Points  East  of  Illinois-Indiana 

State  Line 38 

Proportional  Rates   39 

IV.     Rates  Between  Stations  in  Minnesota  and  Wis- 
consin and  Stations  in  Iowa  and  Missouri 
Description  of  Northern  Groups — St.  Paul-Iowa 
Territory   42 

iii 


OIOIJ 


iv  CONTENTS 

Description  of  Northern  Groups — Fox  River-Iowa 
Territory   47 

Description  of  Northern  Groups — La  Crosse-Iowa 
Territory   48 

Description  of  Southern  Groups 48 

.  V.     Interstate  Rates  to  Interior  Iowa  Cities 

Class  Rates  51 

Commodity  Rates    58 

VI.     Interstate  Rates  to  Interior  Iowa  Cities  (Con- 
tinued) 
Bases  for  Rates  from  or  to  Chicago,  Peoria,  and 

St.  Louis  Groups 70 

Bases  for  Rates  from  or  to  Groups  Other  than 
Chicago,  Peoria,  and  St.  Louis  Groups 81 

VII.     To  Trans-Missouri  Territory 

Description  of  East  End  Groups 92 

Description  of  West  End  Groups 104 

Adjustment    Ill 

Application  of  Rates 113 

Local  Rates US 

VIII.     Rates  to  and  from  Colorado  Common  Points 

Development    120 

Eastbound  Rates   12:J 

All-Rail  Rates  from  and  to  Central  Freight  Asso- 
ciation and  Trunk  Line  Territories 121 

Rates  from  New  Orleans 124 

Rates  from  Trunk  Line  Territory  via  Rail-and- 

Water  Routes 125 

Rates  to  Points  Made  with  Relation  to  Colorado 
Common  Points   127 

IX.     Rates  to  and  from  Utah  Common  Points 

Development    120 


CONTENTS 


v 


All-Rail  Rates  from  Central  Freight  Association 
and  Trunk  Line  Territories 131 

Differential  Rates  from  Atlantic  Seaboard  Terri- 
tory     131 

Rates  to  Points  Taking  Differentials  over  Utah 
Common  Points  132 


RATES  IN  WESTERN  TRUNK  LINE  TERRITORY 


CHAPTER  I 
intrastate  rates 

1.  State  Rates  in  Illinois 

Western  Trunk  Line  Territory  is  shown  on  Map  l1  as 
embracing  the  eight  following  states:  Illinois,  Iowa, 
Missouri  (north  of  the  Missouri  River),  Wisconsin, 
Michigan  (Northern  Peninsula),  Minnesota,  South  Da- 
kota, and  North  Dakota.  While  the  territory  covered 
by  these  states  could  hardly  be  said  to  include  all  of 
Western  Trunk  Line  Territory  or  to  exclude  all  that  is 
not  Western  Trunk  Line  Territory,  there  is  a  degree  of 
similarity  in  the  regulation  of  rates  by  these  eight  states. 
The  railroad  and  public  service  commissions  of  six  of 
the  states  named  above  prescribe  rates  for  both  classes 
and  commodities  moving  within  each  of  the  states,  and 
the  carriers  of  Wisconsin  and  Michigan  (Northern  Pen- 
insula) publish  distance  rates  under  the  approval  of  the 
state  commissions.  These  intrastate  rates  are  quite 
important  also  as  the  basis  for  interstate  rates.  In  some 
cases  the  state  rates  of  one  state  are  applied  between 
points  in  that  state  and  points  in  a  neighboring  state. 
In  other  cases  the  interstate  rates  are  based,  to  some 
extent  at  least,  on  a  combination  of  the  state  rates  in 

i  Railway  Traffic  Maps. 


2  FREIGHT  RATES— WESTERN  TERRITORY 

the  two  states.  For  these  reasons  it  is  important  to  get 
a  general  understanding  of  the  state  rates  before  at- 
tempting a  study  of  the  interstate  rates. 

The  state  of  Illinois  was  one  of  the  first  common- 
wealths of  the  United  States  to  assume  control  of  rail- 
ways, and  the  commission  of  that  state  has  seen  more 
than  forty  years  of  service.  The  commission  has  pre- 
scribed both  class  and  commodity  rates  on  a  mileage 
basis  and  also  a  state  classification,  which  governs  all 
freight  classification  within  the  state.  The  Bailroad 
and  Warehouse  Commission  of  Illinois  was  succeeded  by 
the  Public  Service  Commission  of  Illinois  in  January, 
1914.  The  decisions  and  opinions  of  the  Railroad  and 
Warehouse  Commission  of  Illinois  are  a  valuable  con- 
tribution to  the  literature  on  railway  rate  control.2 

Table  1  shows  the  maximum  freight  rates  on  classe 


;s 


in  Illinois  prescribed  by  the  Railroad  and  Warehouse 
Commission  for  certain  selected  distances  only.  In 
studying  the  rates  prescribed  by  the  various  commis- 
sions it  is  easier  to  compare  the  rates  of  the  different 
states  by  presenting  only  skeleton  tables  for  various  dis- 
tances. For  this  reason  the  distances  selected  and 
shown  in  the  tables  are  made  uniform  so  far  as  the  area 
of  the  states  will  permit.  The  rates  shown  in  Table  1 
were  made  effective  in  July,  1906,  and  have  not  been 
changed  to  the  present  date.  These  rates  are  applied 
over  all  "Class  (A)"  roads  within  the  state.  "Class 
(A)"  includes  the  more  important  railway  systems  and 
the  main  lines  of  some  of  the  less  important  railways. 
Railroads  of  "Class  (B)"  may  add  10  per  cent  to  the 

2  Decisions  and  opinions  of  the  Eailroad  and  Warehouse  Commission  of 
Illinois,  1S89-1912,  Vol.  Ill  (1912). 


INTRASTATE  RATES  3 

rates  shown  in  Table  1  for  Classes  1  to  5,  inclusive,  and 
5  per  cent  to  the  rates  for  Classes  6  to  10,  inclusive. 
These  rates  are  quite  low  and  were  reduced  in  1906 
from  a  higher  schedule.  The  chief  reason  for  this  reduc- 
tion was  the  competition  between  Indianapolis,  Detroit, 
and  other  cities  east  of  the  Illinois-Indiana  State  Line 
and  Chicago  and  other  Illinois  cities  over  rates  between 
the  cities  mentioned  and  St.  Louis,  Mo.,  Quincy,  111.,  and 
other  cities  in  southwestern  Illinois.  The  cities  east  of 
the  Illinois-Indiana  State  Line  were  subject  to  the  Cen- 
tral Freight  Association  Scale  of  class  rates  to  St.  Louis. 
The  C.  F.  A.  Scale  was  materially  lower  than  the  Illinois 
distance  rates  that  were  in  effect  at  that  time,3  and  since 
the  Illinois  rates  were  applied  between  Chicago  and 
Illinois  points,  the  rates  between  Chicago  and  St.  Louis 
were  materially  higher  than  the  rates  between  Indianap- 
olis and  St.  Louis.  Chicago  shippers  brought  the  matter 
before  the  Illinois  Commission  and  succeeded  in  having 
the  Illinois  distance  rates  reduced  to  their  present  basis. 

TABLE  1* 
Maximum  Freight  Rates  on  Classes  in  Illinois 

Kates  in  Cents  per  100  Pounds  i 
Classes 

Miles  1  2  3  4  5  6  7  S  9         10 

5 ri~  9  8  6  5  4  4  4  3  3 

20 1-3  14  11  S  7  6  0  5  4  4 

40 21  17  14  11  8  8  8  7  5  5 

100 31  25  20  15  12  12  11  9  7  6 

200 39  32  24  20  16  15  11  12  9  9 

100 48  40  32  25  20  19  16  15  13  11 

500 50  41  34  26  21  2]  19  17  14  13 

1  Governed  by  the  Illinois  Classification.  Fractions  of  more  than  one-half 
are  written  as  units,  and  fractions  of  one-half  or  less  are  disregarded  in  the 
tables  of  this  treatise. 

3  Table  45  of  the  treatise  on  "Freight  Rates:  Official  Classification  Terri- 
tory" shows  the  distance  rates  of  the  C.  F.  A.  Scale. 


/ 
4  FREIGHT  RATES— WESTERN  TERRITORY 

Table  2  shows  the  commodity  rates  prescribed  on 
freight  by  the  Commission  of  Illinois.  There  are  only  11 
commodities  on  which  the  commission  prescribes  com- 
modity rates.  All  other  commodities  moving  within  the 
state  are  governed  by  the  class  rates.  The  commodity 
rates  are  quite  low  and  apply  only  on  roads  in  "Class 
(A)."  On  roads  in  "Class  (B)  "  the  carriers  may  add  5 
per  cent  to  the  rates  shown  in  Table  2.  In  the  tables  of 
this  treatise,  fractions  of  one  half  and  less  are  disre- 
garded, and  those  of  more  than  one  half  are  written  as  an 
additional  unit. 

The  level  surface  and  the  relatively  similar  traffic  con- 
ditions within  the  state  make  a  uniform  scale  of  rates, 
both  class  and  commodity,  practicable  in  Illinois.  The 
level  area  and  the  heavy  traffic  movement  in  the  state 
also  make  it  possible  to  apply  a  very  low  scale  of  rates 
and  yet  allow  sufficient  remuneration  to  capital  invested 
in  Illinois  railways.  Probably  for  these  reasons  the  rate 
regulation  of  the  state  of  Illinois  is  perhaps  more  com- 
plete and  subject  to  fewer  exceptions  than  that  of  any" 
other  state.  A  state  classification  is  prescribed,  a  dis- 
tance scale  of  rates  is  applied  to  special  commodities,  and 
other  articles  are  shipped  under  the  class  distance  table. 
There  are  no  exceptions  to  the  classification,  nor  are  spe- 
cial commodity  rates  recognized  by  the  commission,  ex- 
cept those  prescribed  by  the  commission.  Moreover,  the 
rates  on  "Class  (B)"  roads  are  a  uniform  scale  higher 
than  those  on  "Class  (A)  "  roads.  The  commission  pre- 
scribes a  complete  and  uniform  system  of  rates,  except 
for  "Class  (B) "  roads,  and  the  rates  prescribed  are  ap- 
plicable on  both  local  and  interline  business.     In  a  num- 


INTRASTATE  RATES 


5 


ber  of  states  the  distance  rates  are  based  on  the  combina- 
tions of  the  mileages  of  the  different  carriers  in  a  joint 
through  rate.     This  is  not  true  in  Illinois. 

2.  State  Rates  in  Iowa 

TABLE  2 

Maximum  Freight  Rates  Prescribed  by  the  Commission  of 
■    Illinois  on  Commodities 

Rates  in  Gents  pee  100  Pounds,  C.  L. 

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5 

4 

6 

3 

4 

o 

5 

5 

5 

6 

4 

1 

20 

5 

4 

4 

5 

2 

7 

6 

7 

8 

5 

1 

40 

6 

5 

5 

6 

3 

8 

7 

8 

10 

6 

1 

100 

8 

7 

8 

8 

4 

10 

9 

12 

14 

9 

2 

200 

10 

9 

10 

10 

5 

13 

12 

15 

18 

12 

5 

400 

13 

12 

12 

12 

7 

IS 

16 

18 

22 

15 

8 

500 

14 

13 

13 

12 

7 

20 

18 

20 

24 

16 

8 

TABLE  3 
Maximum  Freight  Rates  on  Classes  in  Iowa 


Rates  in  Cents  per  100  Pounds  i 
Classes 
Miles  1  2  3  4  5ABCDE 

5 14         12           9           7           5           5           5           4           3  3 

20 16         14         11           8           6           6           6           5           4  3 

40 19         16         12           9           7           7           7           6           5  4 

100 24         20         16         12           8           9           8           7           6  5 

200 40         30         23         19         14         16         13         11           9  8 

400 61         45         35         30         25         28         23         20         17  16 

500 66         50         40         35         30         32         27         25         22  21 

1  Governed  by  the  Iowa  Classification.     The  rates  given  apply  on  shipments 

moved   over  only   one   line.     The   rates   for   joint   hauls  are   80   per   cent   of  the 
sums  of  the  local  rates  on  two  or  more  lines. 


6  FREIGHT  RATES— WESTERN  TERRITORY 

Table  3  shows  the  maximum  freight  rates  on  classes  in 
Iowa  for  certain  distances.  While  these  rates  are  gov 
erned  by  the  Iowa  Classification  and,  for  that  reason,  no! 
entirely  comparable  to  Table  1,  the  rates  in  Iowa  are  gen- 
erally higher  than  those  within  the  state  of  Illinois.  This 
condition  is  as  it  should  be,  perhaps.  The  average  freight 
traffic  density4  within  the  state  of  Iowa  is  materially 
lower  than  that  in  Illinois.  The  traffic  in  coal  and  in  manu- 
factures is  much  heavier  in  Illinois  than  in  Iowa,  and  the 
peculiar  location  of  the  state  of  Illinois  forces  a  very 
heavy  traffic  between  the  east  and  the  west  to  pass  across 
that  state.  The  larger  part  of  the  traffic  crossing  the 
Mississippi  River  above  Memphis  and  south  of  St.  Paul 
must  pass  through  the  state  of  Illinois.  This  is  due 
largely  to  the  location  of  Lake  Michigan  and  the  Mis- 
sissippi River  bridges.  In  view  of  the  heavy  traffic  in 
Illinois  it  is  to  be  expected  that  the  rates  would  be  lower 
than  those  in  Iowa. 

When  the  exact  distance  of  a  particular  shipment  is  not 
shown  in  the  distance  table  prescribed  by  the  Iowa  Com- 
mission, the  rate  for  the  next  higher  mileage  applies.  The 
rates  on  a  shipment  of  freight  passing  over  two  or  more 
railroads  within  the  state  are  80  per  cent  of  the  sum  of 
the  local  charges  for  the  distance  each  railroad  hauls  the 
freight.  For  example,  the  rate  for  50  miles  on  the  lines 
of  a  certain  company  at  Class-E  rate  is  4  cents,  and  the 
rate  for  75  miles  on  another  railway  at  Class-E  rate  is 
4.4  cents.  The  sum  of  the  rates  is  8.4  cents.  Eighty  per 
cent  of  8.4  cents  is  6.72  cents,  the  joint  rate.  In  case  the 
application  of  80  per  cent  of  the  sum  of  the  local  rates 
makes  the  rate  less  than  the  continuous-mileage  rate,  the 

*  Freight  traffic  density  is  the  number  of  tons  of  freight  carried  over  a 
mile  of  ! ' 


INTRASTATE  RATES  7 

latter  rate  governs.  For  example,  the  rate  for  a  distance 
of  5  miles  for  first-class  freight  is  14  cents ;  for  320  miles, 
57  cents.  The  total  rate  is  71  cents  and  80  per  cent  of  that 
is  56.8  cents,  whereas  the  rate  for  320  miles  is  57.5  cents, 
a  higher  rate  than  the  combination  rates.  In  this  case 
the  higher  rate  applies.  The  reason  for  this  regulation 
is  that  the  carrier  that  handles  the  freight  for  the  320 
miles  should  not  be  forced  to  accept  a  less  rate  for  the 
joint  haul  than  he  would  for  a  local  haul  of  320  miles  and 
still  be  forced  to  divide  this  smaller  rate  with  the  carrier 
that  transports  the  freight  for  the  short  distance.  The 
regulations  stated  concerning  the  continuous  haul  do  not 
apply,  however,  on  distances  of  less  than  25  miles.  For 
hauls  less  than  25  miles  the  joint  rates  are  80  per  cent  of 
the  local  charges. 

In  addition  to  the  class  rates  the  commission  of  Iowa 
prescribes  commodity  rates  on  27  articles.  These  rates 
are  prescribed  for  the  same  distances  as  class  rates,  and 
the  rules  concerning  joint  hauls  are  the  same  in  the  case 
of  commodity  rates  as  stated  in  Gonnection  with  class 
rates.  It  should  be  noted  here  that  the  Iowa  Commis- 
sion prescribes  a  much  longer  list  of  commodity  rates 
than  the  Illinois  Commission  does. 

3.  State  Rates  in  Missouri 

The  maximum  freight  rates  on  classes  applying  in 
Missouri  on  and  north  of  the  main  line  of  the  Missouri 
Pacific  Railway,  between  St.  Louis  and  Kansas  City,  Mo., 
are  shown  in  Table  4.  These  rates  are  governed  by  the 
Western  Classification  as  are  the  rates  in  all  Western 
Trunk  Line  states  except  Illinois  and  Iowa.  The  class 
rates  in  northern  Missouri  shown  in  Table  4  are  higher 


8  FREIGHT  RATES— WESTERN  TERRITORY 

than  the  class  rates  in  Illinois,  and  on  an  average  are 
higher  than  those  in  Iowa. 

The  maximum  class  rates  applying  in  Missouri  south 
of  the  main  line  of  the  Missouri  Pacific  Railway,  between 
St.  Louis  and  Kansas  City,  Mo.,  are  shown  in  Table  5. 
These  rates  are  slightly  higher  than  those  shown  in  Table 
4  for  short  distances  and  materially  so  for  longer  dis- 
tances. They  are  also  materially  higher  than  the  rates 
within  both  Illinois  and  Iowa. 

4.  State  Rates  in  Wisconsin 
The  maximum  rates  for  classes  in  Wisconsin,  pro- 
mulgated by  the  Chicago  &  North- Western  Railway  and 
approved  by  the  Wisconsin  Commission,  are  shown  in 
Table  6.  These  rates  are  very  low  for  the  shorter  dis- 
tances and  especially  for  the  lower  classes.  On  other 
classes,  however,  and  for  longer  distances  the  Wis- 
consin rates  are  even  higher  than  the  rates  in  southern 
Missouri  and  much  higher  than  the  rates  in  Illinois,  Iowa, 
and  northern  Missouri. 

The  railways  in  Wisconsin  also  prescribe  rates  for 

TABLE  4 

Maximum  Freigut  Rates  ox  Classes  Applying  in  Missouri,  on 

and  North  of  the  Main  Line  of  the  Missouri  Pacific 

Railway  Between  St.  Louis  and  Kansas 

City.  Mo. 

Bates  in  Cents  per  100  Pounds  i 
C lasses 
Miles  12  345ABCDE 

5 15  12  10  7  6  7  5  4  4  3 

20 22  17  14  11  7  9  7  6  5  4 

40 28  23  18  14  9  12  8  8  7  5 

100 40  33  26  20  15  17  15  12  10  8 

200 60  47  36  27  22  25  19  17  14  11 

400 68  52  41  31  26  33  26  23  18  15 

1  Governed  by  the  Western  Classification  and  exceptions. 


4 

3 

6 

4 

7 

5 

11 

8 

16 

12 

23 

17 

INTRASTATE  RATES  9 

TABLE  5 

Maximum  Freight  Rates  on  Classes  Applying  in  Missouri 
South  op  the  Main  Line  of  the  Missouri  Pacific  Rail- 
way Between  St.  Louis  and  Kansas  City,  Mo. 

Kates  in  Cents  per  100  Pounds  i 
Classes 
Miles  12  345ABCDE 

5 15  13  10  9  7  8  7  5 

20 22  19  15  13  11  12  10  7 

40 28  24  20  17  14  15  13  10 

100 40  34  28  24  20  22  18  14 

200 60  51  42  36  30  33  27  21 

400 83  72  59  51  42  47  38  29 

1  Governed  by  the  Western  Classification  and  exceptions. 

TABLE  6 
Maximum  Freight  Rates  on  Classes  in  Wisconsin 

Kates  in  Cents  per  100  Pounds  i 
Classes  * 
Miles  1  2  3  4  5  A  B  C  D  E 

5 9  8  7  6  4  4  3  3  3  2 

20 18  15  12  10  7  7  5  4  4  4 

40 26  21  18  13  10  10  7  6  5  4 

100 38  31  25  19  15  15  11  9  7  6 

200 50  42  33  24  19  23  18  15  12  11 

400 80  68  55  39  29  35  29  26  22  17 

1  Governed  by  the  Western  Classification  and  exceptions. 

certain  commodities  on  a  distance  basis.  The  state  of 
Wisconsin  is  not  so  level  or  the  traffic  so  dense  as  in  Illi- 
nois. For  this  reason  it  is  natural  that  the  rates  should 
be  somewhat  higher.  The  various  traffic  districts  also 
make  a  uniform  system,  such  as  has  been  adopted  in 
Illinois  and  Iowa,  less  feasible. 


10         FREIGHT  RATES— WESTERN  TERRITORY 
5.  State  Rates  in  Michigan 

Class  rates  within  the  state  of  Michigan  (Northern 
Peninsula)  published  by  the  Chicago  &  North -Western 
Railway  are  shown  in  Table  7.  For  5  miles  the  rates  are 
almost  the  same  as  the  class  rates  in  Wisconsin.  For  40 
miles  and  higher  distances  the  rates  are  materially  higher 
in  the  Northern  Peninsula  of  Michigan  than  in  the  state 
of  Wisconsin.  It  may  be  recalled  here  that  the  rates 
within  the  Southern  Peninsula  of  Michigan  are  shown 
in  Table  46  of  the  treatise  on  " Freight  Rates:  Official 
Classification  Territory."  The  class  rates  shown  in  that 
table  are  somewhat  lower  than  those  for  the  Northern 
Peninsula ;  the  rates  are  not  easily  comparable  on  account 
of  the  application  of  the  Official  Classification  in  the 
Southern  Peninsula  and  the  Western  Classification  in 
the  Northern.  The  Northern  Peninsula  of  Michigan  is 
rather  sparsely  settled  and  the  movement  of  merchan- 
dise, except  on  the  main  lines,  is  very  light.  For  this 
reason,  it  is  not  unnatural  that  the  merchandise  rates 
should  be  comparatively  high.  There  is,  of  course,  an 
important  movement  of  ore  over  certain  lines  in  North- 
ern Michigan  at  a  low  rate,  and  this  movement  enables 
the  carriers  to  pay  dividends  at  lower  rates  than  could 
be  maintained  were  this  traffic  not  present. 

6.  State  Rates  in  Minnesota 

The  class  rates  prescribed  by  the  Railroad  and 
Warehouse  Commission  of  Minnesota  are  governed  by 
the  Western  Classification  and  by  exceptions  and  changes 
made  by  the  Railroad  and  Warehouse  Commission  of 
Minnesota.    These  rates  are  shown  in  Table  8.    They  are 


INTRASTATE  RATES 


11 


materially  lower  than  the  rates  in  Michigan,  except  for 
the  shorter  distances,  but  higher  than  the  Illinois  and 
Iowa  rates.  Here  again  the  conditions  are  as  they  might 
be  expected  to  be.     The  traffic  is  not  so  dense  in  Min- 

TABLE  7 

Maximum  Freight  Rati-.-',  on  Classes  in  Michigan 

(Northern  Peninsula) 

Rates  in  Cents  pee  100  Pounds  i 
Classes 
Miles  12  345  ABODE 

5 9  8  7           6~~  5  4  3  3  3  2 

20 IS  15  12  11  9  7  5  4  4  3 

40 30  26  20  16  13  10  7  6  6  5 

100 53  43  35  31  25  20  15  12  11  9 

200 70  60  50  40  32  30  20  16  15  12 

400 104  87  70  60  48  40  30  26  24  19 

460 110  90  75  60  48  40  33  29  27  22 

1  Governed  by  the  Western  Classification  and  exceptions. 

TABLE  8 
Maximum  Freight  Rates  on  Classes  in  Minnesota 


Rates  in  Cents  per  100  Pounds  1 
Classes 
Miles  1  2  3  4  5  A  B  C         D  E 

5 13  10  8  6  5  6  4  4  3 

20 16  13  10  8  6  7  5  5  4  3 

40 19  16  13  10  8  9  7  6  5  4 

100 32  27  21  16  13  14  11  10  8  6 

200 53  44  35  26  21  24  18  16  13  10 

400.' 73  61  49  37  29  33  36  22  18  15 

1  Governed  by  the  Western   Classification  and  exceptions  and  changes  made 
by  the  Railroad  and  Warehouse  Commission  of  Minnesota. 

nesota  as  in  Illinois  and  Iowa,  nor  is  the  merchandise 

traffic  so  light  as  in  the  Northern  Peninsula  of  Michigan. 

In  1906  the  commission  made  material  reductions  in 

the  intrastate  rates.    The  case  was  finally  brought  before 


12         FREIGHT  RATES— WESTERN  TERRITORY 

the  Supreme  Court,  where  the  state-prescribed  rates  were 
upheld  and  declared  to  be  neither  unreasonable  nor  con- 
fiscatory except  in  the  case  of  a  few  of  the  weaker  car- 
riers within  the  state.  This  decision  was  not  rendered 
until  in  1913.  During  the  seven  years  in  which  the  con- 
troversy was  carried  on,  the  old  rates,  which  were 
materially  higher  than  the  rates  finally  declared  reason- 
able, were  applied.  However,  the  Railroad  and  Ware- 
house Commission  required  the  carriers  to  keep  an 
account  of  all  traffic  and  make  refund  after  the  decision 
was  handed  down. 

In  addition  to  the  maximum  class  rates  prescribed  by 
the  commission,  there  are  within  the  state  of  Minnesota 
what  are  termed  jobbers'  rates.  They  are  materially 
lower  than  the  distance  rates  between  certain  important 
centers. 

7.  State  Rates  in  South  Dakota 

The  maximum  class  rates  in  South  Dakota  east  of  the 
Missouri  River  are  shown  in  Table  9.  These  rates  are 
approximately  the  same  as  the  Illinois  rates  for  5  miles, 
but  for  greater  distances  they  are  materially  higher 
than  either  the  Illinois  or  the  Iowa  rates.  For  the  longer 
distances  they  are  even  higher  than  the  Minnesota  rates. 

The  maximum  class  rates  in  South  Dakota  west  of  the 
Missouri  River  are  shown  in  Table  10.  These  rates  are 
materially  higher  than  those  shown  in  Table  9.  The 
traffic  conditions  west  of  the  Missouri  River  are  not  so 
highly  developed  as  they  are  east  of  the  river.  The 
country  west  of  the  Missouri  River  is  new  and  the  traffic 
light.  This  is  perhaps  the  chief  reason  for  higher  rates 
west  of  the  river  than  apply  in  the  older  part  of  the 


INTRASTATE  RATES 


13 


state.  In  addition  to  the  class  rates  there  are  also  a 
number  of  commodity  tariffs  prescribed  by  the  Commis- 
sion of  South  Dakota. 


TABLE  9 
Maximum  Freight  Rates  on  Classes  in  South  Dakota  East 

of  the  Missouri  River 

Kates  in  Cents  per  100  Pounds  i 
Classes 
Miles  1  2  3  4  5ABCDE 

5 lT~  9  75444332 

20 18  15  12           9           7           7           6          5           4          4 

40 26  22  18         13         10         10           9           8           7           5 

100 37  31  24         18         15         15         13         11           9           7 

200 55  46  37         27         22         22         19         17         14         11 

400 82  68  55         41         33         33         29         25         21         17 

1  Governed  by  the  Western   Classification  and  exceptions.     Authority,   South 
Dakota  Distance  Tariff  No.  1. 

TABLE  10 
Maximum  Freight  Rates  on  Classes  in  South  Dakota  West 

of  the  Missouri  River 

Rates  in  Cents  pee  100  Pounds  l 
Classes 
Miles  1  2  3  4  5ABCDE 

5 13~  11  9  7  6  6  5  4  3  2 

20 20  17  14  12  9  9  7  6  4  4 

40 29  25  21  18  14  13  11  9  7  5 

100 53  47  41  33  30  26  21  17  13  8 

200 84  71  59  50  42  38  29  26  20  13 

400 119  107  90  76  62  53  44  37  30  21 

500 134  116  100  81  67  59  49  30  33  24 

1  Governed  by  the  Western  Classification  and   exceptions.     Authority.   South 
Dakota  Distance  Tariff  Xo.  2. 

8.  State  Rates  in  North  Dakota 
The  maximum  class  rates  prescribed  by  the  Commis- 
sion of  North  Dakota  are  shown  in  Table  11.    They  are 
neither  so  low  as  the  class  rates  east  of  the  Missouri 


14         FREIGHT  RATES— WESTERN  TERRITORY 

Kiver  in  South  Dakota  nor  so  high  as  those  west  of  that 
river,  but  they  are  higher  than  the  rates  within  the  state 
of  Minnesota.  It  would  seem  that  this  intermediate 
scale  of  distance  rates  is  as  it  should  be.  The  Commission 
of  North  Dakota,  which  state  is  west  of  Minnesota  and 
where  traffic  density  is  lighter,  may  properly  prescribe 
rates  higher  than  in  a  state  where  the  traffic  density  is 
higher. 

The  preceding  brief  comparative  study  of  intrastate 
rates  in  the  states  within  Western  Trunk  Line  Territory 
is  necessary  to  give  a  proper  basis  for  the  consideration 
of  interstate  rates.  The  basis  for  the  more  important 
interstate  rates  within  Western  Trunk  Line  Territory 
and  to  and  from  that  territory  is  given  in  the  succeeding 
chapters  of  this  treatise. 

TABLE  11 
Maximum  Freight  Rates  on  Classes  in  North  Dakota 


Bates  in  Cents  per  100  Pounds  1 
Classes 
Miles  1  2  3  4  5ABCDE 

5 12  10  8  6  5  5  4  3 

20 21  18  14  11  8  8  7  6 

40 30  26  20  15  12  12  11  9 

100 42  36  27  21  17  17  15  13 

200 72  61  47  36  29  29  25  22 

400 110  94  72  55  44  44  39  33 

500 120  102  78  60  48  48  42  36 

1  Governed  by  the  Western  Classification. 


3 

2 

5 

4 

8 

6 

11 

8 

18 

14 

28 

22 

30 

24 

INTRASTATE  RATES 


TABLE  12 


Distance  Class  Rates  Applicable  Between  Points  in  Iowa 
and  Points  in  Kansas  and  Nebraska 


Bates 

IN  < 

^ENTS  1 

per  100  Pounds 

i 

Classes 

Ai  ii.es 

1 

2 

O 

4 

5 

A 

B 

C 

D 

E 

13 

11 

9 

7 

5 

5 

5 

4 

n 

•J 

3 

•'0 

22 

18 

15 

11 

9 

9 

8 

7 

0 

4 

40 

30 

25 

20 

15 

12 

,  12 

11 

9 

8 

6 

100 

42 

35 

28 

21 

17 

17 

15 

13 

11 

8 

200 

62 

52 

41 

31 

25 

25 

22 

19 

16 

12 

400 

92 

77 

61 

46 

37 

37 

32 

28 

23 

18 

500 

.   107 

90 

71 

54 

43 

43 

37 

32 

27 

21 

600 

12° 

102 

81 

61 

49 

49 

43 

37 

31 

24 

700 

.   137 

115 

91 

69 

55 

55 

48 

41 

34 

27 

800 

152 

128 

101 

76 

61 

61 

53 

46 

38 

30 

1  Governed    by    the    Western    Classification    and    exceptions.      Authority,    28 
I.  C.  C.  Rep.,  204. 


CHAPTER  II 

TO  MISSOURI    RIVER    RATE    TERRITORY 

There  is,  in  all  probability,  no  rate  adjustment  that 
has  been  given  more  consideration  or  that  has  been 
investigated  by  the  Commission  more  thoroughly  than 
that  used  in  establishing  rates  from  eastern  points  to 
Missouri  River  Crossings. 

The  boundaries  of  this  territory  are  formed  by  the 
Mississippi  and  Missouri  rivers  and  at  a  number  of  the 
more  important  places  there  have  been  built  bridges 
over  which  the  carriers  cross  into  the  adjoining  states 
to  reach  their  termini  or  to  connect  with  other  carriers. 
From  East  St.  Louis,  111.,  to  East  Dubuque,  111.,  on  the 
Mississippi  River,  there  are  thirteen  points  at  which 
the  railroads  cross  the  river,  while  from  Kansas  City, 
Mo.,  to  Sioux  City,  la.,  eight  bridges  span  the  Missouri 
River.  The  immense  volume  of  traffic  handled  via 
these  routes  and  the  strong  competition  of  markets  for 
commercial  supremacy  in  this  trade  have  led  to  the 
designing  of  a  peculiar  rate  adjustment. 

While  distance  is  always  a  factor  in  the  construction 
of  rates,  and  frequently  a  controlling  factor,  the  ele- 
ments of  competition  between  the  carriers  for  a  portion 
of  the  traffic  or  between  the  markets  of  production  for 
the  supremacy  of  trade  frequently  lead  to  the  making 
of  adjustments  in  which  distance  is  to  a  large  extent 

16 


TO  MISSOURI  RIVER  RATE  TERRITORY  17 

disregarded.  In  no  adjustment  in  the  country,  perhaps, 
is  this  fact  illustrated  to  better  advantage  than  in  the 
so-called  Missouri  River  rate  situation. 

The  traffic  that  originates  in  the  states  in  the  Central 
West  which  lie  west  of  the  Mississippi  River  is  confined 
largely  to  the  products  of  agriculture,  the  products  of 
mines,  and  the  products  of  animals.  Manufacturing  is 
not  engaged  in  to  an  appreciable  extent,  and  thus  the 
people  in  this  section  are  forced  to  look  to  other  sections 
of  the  country  for  manufactured  articles. 

While  the  traffic  moving  between  points  located  within 
this  territory  is  of  a  negligible  quantity  as  contrasted 
with  the  whole,  the  immense  volume  of  traffic  originating 
at  or  destined  to  other  sections  of  the  country  forces  the 
rates  via  all  carriers  to  a  common  level  and  compels 
the  more  circuitous  routes  to  disregard  the  factor  of 
distance. 

The  controlling  factor  in  the  adjustment  is  the  short- 
line  distance  between  points  on  the  Mississippi  River 
and  points  on  the  Missouri  River,  the  shortest  being 
that  between  Hannibal,  Mo.,  and  St.  Joseph,  Mo.,  via 
the  Wabash  Railroad.  The  distance  between  these 
points  is  195  miles.  For  this  distance  a  scale  of  rates 
as  follows  is  provided. 


Classes  . 

...1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Rates    . . 

..60 

45 

35 

27 

22 

24  y2 

19% 

17 

131/2 

11 

From  the  map  on  page  18,  it  may  be  easily  seen 
that  the  distance  to  Kansas  City  from  other  Mississippi 
River  Crossings  is  greatly  in  excess  of  the  distance  via 
the  short  line.  The  distance,  in  fact,  via  some  of  the 
more  circuitous  routes  is  over  700  miles,  and  it  neces- 
sarily follows  that,  unless  the  circuitous  routes  were  to 


18 


FREIGHT  RATES— WESTERN  TERRITORY 


» hv  flu/fc —  fit™.  &*l*  _ . 

ILLINOIS 

^U<l\nM<KoN.    ......      I  \    0  V 

f>?Adi$ov W"H 

KfcotaW. \\  \  <\ 

ou;NCY..  W^l 

J-OOiiflN/l U^ 

•  - &0  <0  » 


The  distances  shown  on  this  map  are  the  short-line  distances  between 
the  Mississippi  River  Crossings  and  New  York.  Only  the  more  important 
routes  between  the  Mississippi  River  and  the  Missouri  River  are  shown. 


TO  MISSOURI  RIVER  RATE  TERRITORY  19 

equalize  the  rates  of  the  direct  lines,  the  traffic  to  Kan- 
sas City,  for  example,  would  be  forwarded  via  the  route 
via  which  the  lowest  scale  of  rates  was  in  effect. 

In  the  construction  of  rates  from  Trunk  Line  and 
New  England  territories,  it  will  be  recalled  that  the 
rate  applying  from  such  points  of  origin  to  East  St. 
Louis  was  extended  to  apply  to  all  Mississippi  River 
Crossings  on  traffic  destined  beyond,  thereby  placing  all 
river  crossings  on  an  equality. 

The  rates  to  the  Mississippi  River  Crossings  being 
equal,  it  follows  with  equal  force  that  such  a  line  as  the 
Illinois  Central,  which  operates  from  Chicago  to  Omaha, 
where  it  connects  with  some  Missouri  River  lines  in 
gaining  an  entrance  to  Kansas  City,  must  of  necessity 
place  its  rates  via  this  route  on  a  parity  with  those  via 
the  more  direct  lines  in  order  to  participate  in  the  traffic 
to  such  Missouri  River  points. 

Inasmuch  as  this  procedure  is  followed  via  all  routes 
between  all  Mississippi  and  Missouri  river  crossings, 
there  is  established  the  following  Scale  of  rates : 


Classes  . 

..  .1 

o 

3 

4 

5 

A 

B 

c 

D 

E 

Rates    . . 

..CO 

4.~, 

35 

27 

22 

24  % 

10  V-2 

17 

13  y2 

11 

These  rates  are  applied  as  local  rates  between  all 
Mississippi  and  Missouri  river  crossings. 

1.  interstate  rates  to  and  fkom  states  within 
Western  Trunk  Line  Territory 

The  foregoing  illustrates  the  adjustment  employed 
within  Western  Trunk  Line  Territory  as  applied  to  Mis- 
souri River  traffic.  This  rate  so  established  is  used  as 
a  factor  in  establishing  rates  to  and  from  other  terri- 


20         FREIGHT  RATES— WESTERN  TERRITORY 

tories  under  what  is  known  as  a  differential  basis;  and 
before  going  further,  it  is  quite  proper  that  this  term  be 
thoroughly  understood. 

Usually,  in  such  adjustments,  adjoining  territories  are 
divided  into  groups  or  zones,  the  through  rates  from  each 
zone  increasing  slightly  as  the  distance  from  the  point 
of  destination  increases.  Reference  to  Map  121  will 
show  that  the  greater  portion  of  the  State  of  Illinois  is 
divided  into  three  irregular  zones  or  groups,  which  are 
designated  as  the  St.  Louis  rate  group,  the  Peoria  rate 
group,  and  the  Chicago  rate  group;  similarly  the  terri- 
tory lying  north  of  the  Illinois-Wisconsin  and  the  Iowa 
Minnesota  state  lines  is  divided  into  groups. 

A  comparison  of  the  rates  from  these  several  groups 
will  develop  slight  differences  in  all  classes.  For  exam- 
ple, the  rates  from  Peoria  are  the  following  figures 
higher  on  the  first  five  classes  than  the  rates  from  St. 
Louis :  10,  10,  5,  2%,  2y2.  The  rates  from  Chicago  are 
the  following  figures  higher  on  the  first  five  classes  than 
the  rates  shown  from  St.  Louis :    20,  10,  10,  5,  5. 

These  figures  are  known  as  differentials  and  must  not 
be  confused  with  local  rates,  for  in  many  instances  the 
rates  from  any  point  in  these  groups  to  the  Mississippi 
River  would  greatly  exceed  these  differentials.  For 
example,  the  rates  from  Chicago  to  St.  Louis  are  as 
follows : 

Classes    1  2        3        4       5         6         7         8  9      10 

Rates     43.3    35.2    27.5     22     17.6     16.6    15.1     13.5     10.7     9.6 

The  above  rates  are  the  highest  rates  from  Chicago  to 
any  of  the  Mississippi  River  Crossings,  while  the  lowest 

i  Atlas  of  Traffic  Maps. 


TO  MISSOURI  RIVER  RATE  TERRITORY  21 

rates  from  Chicago  are  those  to  Savanna,  111.,  which  are 
as  follows : 


Classes 1         2  3        4        5        6        7  8        9      10 

Kates     35.3     27.S     21.7     17.4     14     13.3     12.4     10.3     8.2     7.4 


These  rates  are  in  all  cases  much  higher  than  the 
differences  existing  between  the  through  rates  assigned 
to  the  various  groups. 

An  adjustment  such  as  this  places  the  markets  of  the 
surrounding  territory  on  a  relative  equality  and  elim- 
inates in  a  great  measure  the  disability  of  location  of 
some  of  the  important  manufacturing  centers.  Jobbers 
and  manufacturers  in  St.  Louis  would,  by  reason  of  the 
adjustment  used  in  establishing  rates  within  the  terri- 
tory, have  an  overwhelming  advantage  over  those  located 
at  more  distant  points  from  the  river  crossings,  were 
the  adjustment  not  to  be  neutralized  in  some  way.  Ship- 
ments of  first-class  freight  from  Chicago  to  Kansas  City, 
Mo.,  via  St.  Louis,  for  example,  would  be  charged  on  the 
basis  of  the  local  rate,  43.3  cents,  to  St.  Louis  and  60 
cents  beyond,  or  a  total  of  $1,033,  and  the  cheapest  route 
would  be  through  Savanna,  111.,  via  which  the  through 
rate  would  be  95.3  cents.  In  either  case,  the  St.  Louis 
merchants  would  have  a  substantial  advantage  and  while 
St.  Louis  has  the  advantage  of  location,  the  benefits  of 
which  it  is  entitled  to,  the  difference  in  the  rates  from 
St.  Louis  and  those  from  other  natural  competing 
markets  should  not  be  such  as  to  restrict  the  consumer 
to  the  St.  Louis  market  alone,  but,  on  the  contrary,  such 
as  to  afford  him  as  wide  a  field  as  is  possible. 

Such  relief  is  afforded  by  extending  (blanketing)  the 
application  of  the  St.  Louis  rates   (Mississippi  River 


22  FREIGHT  KATES— WESTERN  TERRITORY 

Crossings)  over  into  Illinois,  by  establishing  rates  from 
other  large  producing  centers  on  a  relative  basis,  and  by 
using  the  rate  so  established  as  a  blanket  rate  applicable 
from  a  large  territory  or  zone. 

Grouping  of  Territory 

The  following  shows  the  authorized  boundaries  of 
some  of  these  groups  or  zones.  In  actual  practice,  how- 
ever, the  tariff  or  territorial  directory  should  be  con- 
sulted for  this  information. 

OMAHA   TO    KANSAS   CITY,  INCLUSIVE 

Chicago  Rate  Territory 

The  eastern  boundary  line  is  the  line  of  the  Chicago 
&  Eastern  Illinois  Railroad,  Chicago  to  Danville ;  thence 
to  Tuscola;  thence  via  the  Illinois  Central  Railroad 
through  Mattoon  and  Neoga  to  Effingham;  and  thence 
via  the  Vandalia  Railroad  to  but  not  including  East 
St.  Louis. 

Chicago  rates  apply  west  of  and  including  Hammond 
and  Whiting,  Ind.,  on  the  Chicago  Terminal  Transfer 
Railroad,  Chicago  Junction  Railway,  Michigan  Central 
Railroad,  and  Chicago  &  Eastern  Illinois  Railroad  on  all 
traffic  to  or  from  Missouri  River  points,  Omaha  to  Kan- 
sas City,  both  inclusive,  and  beyond. 

The  western  boundary  line  is  the  eastern  boundary  line 
of  Peoria  rate  territorv. 

Peoria  Rate  Territory 

The  eastern  boundary  line  is  the  line  of  the  Chicago  & 
North- Western  Railway,  from  Gait,  111.,  to  Sterling; 
thence  via  the  Chicago,  Burlington  &  Quincy  Railroad  to 


TO  MISSOURI  RIVER  RATE  TERRITORY  23 

Amboy;  thence  via  the  Illinois  Central  Railroad,  through 
Mendota,  LaSalle,  Wenona,  El  Paso,  Bloomington,  Clin- 
ton, and  Decatur,  to  Pana ;  thence  via  the  Cleveland,  Cin- 
cinnati, Chicago  &  St.  Louis  Railway  to  Litchfield;  and 
thence  via  the  Chicago  &  Alton  Railroad  through  Alhani- 
bra  to  but  not  including  Glen  Carbon;  also  including 
Ancona,  on  the  Atchison,  Topeka  &  Santa  Fe  Railway. 

The  western  boundary  line  is  the  eastern  boundary 
line  of  the  Mississippi  River  rate  territory. 

Exceptions. — Peoria  rates  also  apply  from  Ottawa, 
LaSalle,  Streator,  Marseilles,  Rockford,  Dixon,  Free- 
port,  Oregon,  Sycamore,  and  DeKalb,  111.,  on  the  follow- 
ing commodities  (which  are  manufactured  at  those 
points)  only:  Agricultural  implements,  bottles,  brick, 
buckwheat  flour,  building  tile,  clothing,  ditch  cleaners, 
glass  (all  kinds),  harness  (boxed),  hay  machinery,  lamp 
chimneys,  organs,  pianos,  post  hole  diggers,  pumps, 
roofing  tile,  sand,  sewer  pipe,  stoneware,  strawboard, 
strawboard  egg  case  fillers,  straw  wrapping  paper, 
vehicles,  well-boring  machinery,  and  windmills. 

Peoria  rates'  also  apply  from  Beloit,  Wis.,  and  Rock- 
ton,  111.,  on  wrapping  paper  and  strawboard. 

The  above  commodity  rate  basis  applies  to  all  points 
west  of  the  Mississippi  River,  on  and  south  of  a  line 
drawn  from  Sabula  via  Chicago,  Milwaukee  &  St.  Paul 
Railway  to  Tama,  Iowa,  and  thence  via  Chicago  &  North- 
Western  Railway  to  Omaha,  also  including  Missouri 
River  points  south  thereof. 

Mississippi  River  Rate  Territory 

The  eastern  boundary  line  is  from  Dubuque,  Iowa, 
thence  via  the  Chicago,  Burlington  &  Quincy  Railroad, 
to  Savanna,  111. ;  and  thence  via  the  Chicago,  Burlington 


24         FREIGHT  RATES— WESTERN  TERRITORY 

&  Quincy  Bailroad,  through  Fulton  (including  points  on 
the  Chicago  &  North- Western  Railway,  from  Morrison  to 
East  Clinton),  Denrock,  Barstow,  Rio,  Galesburg,  Abing- 
don, and  Bushnell,  to  East  St.  Louis,  111.,  including  also 
Edwardsville  and  Glen  Carbon;  it  is  understood  that  in 
case  the  use  of  these  rates  enables  parties  to  reduce 
established  through  rates,  the  said  rates  shall  be 
restricted  to  local  business. 

Exceptions. — Mississippi  River  rates  apply  from 
Kewanee,  111.,  on  the  following  commodities  manufac- 
tured at  that  point :  Boilers,  heating  material,  castings, 
wrought-iron  pipe,  and  shoveling  boards,  C.  L.  and  L.  C. 
L. ;  scrap  iron,  slag,  and  cinders,  C.  L. 

Mississippi  River  rates  apply  on  iron  and  steel 
products  from  Springfield,  111.,  westbound  only. 

Mississippi  River  rates  apply  on  scrap  iron  to 
Kewanee,  111.,  brick  from  Herman,  London  Mills,  and 
Wataga,  111.,  drain  tile  from  Wataga,  111.,  agricultural 
implements,  pumps,  and  shoveling  boards  from  Galva, 
111.,  and  wheat  for  milling  purposes  to  Litchfield,  Jack- 
sonville, Springfield,  and  Carlinville,  111. 

SIOUX  CITY 

Chicago  Rate  Territory 

The  southern  and  eastern  boundary  line  is  the  line  of 
the  Chicago  &  Eastern  Illinois  Railroad,  Chicago  to  Dan- 
ville; thence  to  Tuscola;  thence  via  the  Illinois  Central 
Railroad,  through  Mattoon  and  Neoga  to  Effingham ;  and 
thence  via  the  Vandalia  Railroad  to  and  including  East 
St.  Louis  and  St.  Louis. 

Chicago  rates  apply  west  of  and  including  Hammond 
and  Whiting,  Ind.,  on  the  Chicago  Terminal  Transfer 


TO  MISSOURI  RIVER  RATE  TERRITORY  25 

Railroad,  Chicago  Junction  Railway,  Michigan  Central 
Railroad,  and  Chicago  &  Eastern  Illinois  Railroad. 

The  western  boundary  line  is  the  west  bank  of  the 
Mississippi  River,  St.  Louis  to  but  not  including  Burling- 
ton, Iowa,  and  the  eastern  boundary  line  of  the  Missis- 
sippi River  rate  territory  described  below.2 

Mississippi  River  Rate  Territory 

The  eastern  boundary  line  is  the  east  bank  of  the  Mis- 
sissippi River,  East  Burlington  to  East  Dubuque,  both 
inclusive. 

Exception. — A  commodity  rate  of  26*4  is  authorized 
on  the  following  commodities  only:  Agricultural  imple- 
ments classified  as  Class  A,  Western  Classification;  farm 
and  common  spring  wagons  (not  pleasure  or  passenger 
vehicles),  shoveling  boards,  pumps,  and  windmills,  C.  L., 
from  Ottawa,  Streator,  Marseilles,  Rockford,  Dixon, 
Freeport,  Oregon,  Sycamore,  DeKalb,  Canton,  Gales- 
burg,  Monmouth,  Abingdon,  Galva,  and  Dallas,  111. 

MISSOURI  RIVER  POINTS 

Table  13  shows  certain  points  located  on  or  adjacent 
to  the  Missouri  River  which  are  accorded  the  benefit  of 
the  Missouri  River  rates  under  the  tariffs  of  the  Western 
Trunk  Line  Committee.  It  should  be  understood,  how- 
ever, that  if  other  committees  or  roads  publish  rates 
to  this  territory,  the  number  of  points  to  which  the  rates 
are  applied,  may  be  restricted  or  extended.  For  example, 
in  the  Traffic  Glossary3  will  be  found  a  description  of 

2  See  exception  under  Mississippi  River  rate  territory  above.. 

3  In   the   first   edition,    tlrs   was   published  as   Part   4   of   "Freight 
Classification." 


26         FREIGHT  EATES— WESTERN  TERRITORY 

Missouri  River  crossings  by  the  Trans-Missouri  Freight 
Bureau  and  Central  Freight  Association  which  differs 
from  that  shown  in  Table  13. 

TABLE  13 

List  of  Missouri  River  Stations  from  and  to  Which  Rates 

Apply 

Name  Group  i  Name  Group 

Argentine,  Mo A  Leavenworth,  Kan A 

Annourdale     (Kansas    City),  Leeds,  Iowa   G 

Kan A  Level  Siding,  S.  D D 

Armstrong,  Kan A  Nebraska  City,  Neb B 

Atchison,  Kan A  Omaha,  Neb B 

Big  Blue  Jet.,  Mo A  Sheffield,  Mo A 

Congo,   Mo A  Sioux  City,  Iowa C 

Council  Bluffs,  Iowa B  Sioux  Falls,  S.  D D 

Fort  Leavenworth,  Kan A  South  Omaha,  Neb B 

Kansas  City,  Kan A  St.  Joseph,  Mo A 

Kansas  City,  Mo A  Sugar  Creek,  Mo A 

1  The  group  letters  refer  to  those  used  in  connection  with  the  rates  shown 
in  Table  15. 

Through  rates  to  the  Missouri  River  Crossings  from 
points  in  adjoining  territories  are  constructed  on  the 
differential  adjustment;  that  is,  to  establish  through 
rates  to  and  from  Missouri  River  points,  the  differen- 
tials indicated  in  the  footnotes  of  Table  14  are  to  be 
added  to  the  rates  shown  in  Table  15.  These  differen- 
tials are  agreed  upon  by  the  interested  carriers  and  in 
a  great  degree  indicate  the  measure  of  competition  be- 
tween the  various  localities. 


TO  MISSOURI  RIVER  RATE  TERRITORY 


27 


TABLE  14 

Differentials  Used  in  Making  Through  Rates  to  and  from 

Missouri  River  Points 


\           And 

BetweenX 
Gboups  \ 

Armourdale,    Kan. 
Armstrong,    Kan. 
Argentine,    Kan. 
Atchison,   Kan. 
Kansas  City,    Mo. 
Kansas    City,    Kan. 
Ft.  Leavenworth,  Kan. 
Leavenworth,    Kan. 
St.    Joseph,    Mo. 
Sugar   Creek.   Mo. 

Counci.    Bluffs.    Iowa. 
Nebraska  City,  Neb. 
Omaha,    Neb. 
l'acilic  Jet.,   Iowa. 
Suuth  Omaha,   Neb. 

o 

.   « 
O  « 

1 1 

02    M 

si 

fc  53 

a;  ^ 

Peoria 

See  Note  1 

See  Note  1 

See  Note  2  * 

See  Note  S  * 

Chicago 

See  Note  2 

See  Note  2 

See  Note  2 

See  Note  8 

St.  Paul 

See  Note  3 

See  Note  2 

See  Note  2 

See  Note  9 

Duluth 

See  Note  4 

See  Note  2 

See  Note  2 

See  Note  0 

Memphis 

See  Note  2 

See  Note .". 

See  Note  10 

See  Note  10 

Eau  Claire 

See  Note  0 

See  Note  G 

See  Note  7 

See  Note  7 

*Also   applies   from    St.    Louis  Territory. 

Classes 
12  34  5  ABCDE 

Note  1.  Add     to     St.     Louis 

rates    10   10         5     2%      2y2      3%      3%      2V2      2%      2y2 

Note  2.  Add     to     St.     Louis 

rates     20  20       10     5         5  7%      7y2      5  5 

Note  3.  Add  to  St.  Paul- 
Omaha  rates 5     4  3     2  1  2  1  1  1  %      1 

Note  4.  Add    to    Dulut  h- 

Omaha  rates   14   11  8     5  4  5  4         3  3%      3 

Note  5.  Add  to  Memphis- 
Kansas    City    rates 22  2222  2344 

Note  6.  Add  to  Chicago-Kan- 
sas City  rates    10     9  87         6         6         5  5  5         4 

Note  7.  Add     to     St.     Taul- 

Sioux   City    rates 20  15       10     5  5  5         5  5'        3%     3% 

Note  8.  104%  of  Chicago- 
Sioux  City  rates   83  67  y2   47  33  V2   28       33%   28       23       19  %    16% 

Note  9.  Same  as  St.  Paul- 
Sioux  City  or  St.  Paul- 
Omaha  rates,  whichever 
are  lower. 

Note  10.  No  through  rates 
published.  Apply  lowest 
combination  through  any 
gateway. 


28         FREIGHT  RATES— WESTERN  TERRITORY 

The  following  illustration  shows  how  to  use  the  table. 
Suppose  it  is  desired  to  construct  the  class  rates  from 
Bloomington,  111.,  to  Omaha,  Neb.  By  referring  to  Map 
12  of  the  Atlas  of  Eailway  Traffic  Maps,  it  is  found  that 
Bloomington,  111.,  is  in  the  Peoria  group.  Referring  to 
Table  14  and  following  the  figures  shown  opposite  the 
Peoria  group,  Note  number  1  is  shown  in  the  Omaha 
column.  The  Notes  referred  to  in  this  part  of  the  table 
are  below  the  table.  Following  these  directions  it  is 
found  that  the  class  rates  from  Bloomington  to  Omaha 
are  obtained  by  adding  to  the  St.  Louis  rates  the  differen- 
tials given. 

Classes    1  2  3  4        5        A        B      C        D      E 

St.  Louis  Rates... CO  45  35  27      22      24%  19%  17       13%  11 

Differentials  to  be 

added    10  10  5  2%     2%     3%     3%     2%     2%     2% 


Rates  from  Bloom- 
ington to  Omaha  70    55     40    29%  24%  2S%  23%  19%       16  13% 

Table  15  shows  the  above  rates  as  the  published  rates 
from  Bloomington  (Peoria  group)  to  Omaha. 

Likewise,  the  rates  from  any  other  point  of  origin  to 
any  other  point  of  destination  is  similarily  obtained. 
First  ascertain  the  group  to  which  the  point  of  origin 
is  assigned  and  the  differentials  for  that  group;  then 
add  the  differentials  to  the  base  rates  from  the  Missis- 
sippi River  to  destination. 


TO  MISSOURI  RIVER  RATE  TERRITORY  29 

TABLE  15 

Extract  from  Western  Trunk  Line  Tariff  No.  1-H  Showing 

the  Class  Rates  Applying  Between  the  Various  Groups 

and  Missouri  River  Points  Shown  as  Taking  the 

Above  Lettered  Groups  in  Table  No.  1 


AND 

MISSOURI 

RIVER 

Rates  in 

Cents  pee 

.  100 

Pounds 

Clas  ;es 

Between 

GROUPS 

1 

2 

3 

4 

5 

A 

B 

C 

D        E 

A 

60 

45 

35 

27 

22 

241/2 

19 1/2 

17 

I31/2  11 

St.    Louis... 

B 

60 

45 

35 

27 

22 

24i/2 

191/2 

17 

13%  11 

C 

80 

65 

45 

32 

27 

32 

27 

22 

18%  10 

D 

83 

67% 

47 

33i/2 

28 

33  y2 

28 

23 

19 1/2  ioy2 

A 

70 

55 

40 

29i/o 

24?2 

28% 

23i/4 

191/2 

16       I31/2 

B 

70 

55 

40 

291/2 

24% 

2sy4 

23% 

19% 

16       131/2 

Peoria    .... 

C 

80 

65 

45 

32 

27 

32 

27 

22 

18%   10 

D 

83 

67% 

47 

001  / 

00  72 

28 

*>72 

2S 

23 

19i/2   i6  y2 

A 

80 

65 

45 

32 

27 

32 

27 

22 

18%  16 

B 

80 

65 

45 

32 

27 

32 

27 

22 

i8y2  16 

Chicago 

C 

80 

65 

45 

32 

27 

32 

27 

22 

18%  16 

D 

83 

67i/2 

47 

331/2 

28 

33  % 

28 

23 

19%  16% 

A 

So 

69 

4S 

34 

2S 

34 

2S 

23 

20       17 

B 

80 

65 

45 

32 

27 

32 

27 

22 

18%  16 

St.    TauL... 

C 

60 

50 

35 

27 

20 

24 

20 

17 

15       12 

D 

57 

47% 

34 

25  >  j 

20 

22% 

19 

17 

15       12 

A 

04 

76 

53 

37 

31 

37 

31 

2~> 

22       19 

B 

80 

65 

45 

32 

27 

27 

•  10 

18%  16 

Duluth    

C 

80 

65 

45 

32 

27 

32 

27 

00 

18%  16 

D 

80 

65 

45 

32 

27 

32 

27 

22 

18%  16 

A 

80 

65 

45 

32 

27 

32 

27 

22 

18y2  16 

B 

S2 

67 

47 

34 

29 

34 

29 

25 

22%  20 

Memphis    . . 

C 

No 

published  through  rates. 

D 

No 

published  throi 

i.uh  rates. 

A 

90 

74 

53 

39 

33 

38 

99 

27 

2f]i/2  20 

B 

90 

74 

53 

39 

33 

38 

00 

27 

23%  20 

Eau    Claire. 

C 

80 

65 

45 

32 

25 

29 

25 

22 

18%  15% 

D 

SO 

65 

45 

32 

25 

29 

25 

22 

1S%   15% 

30         FREIGHT  RATES— WESTERN  TERRITORY 

2.  Rates  to  and  from  Central  Freight 
Association  Territory 

The  preceding  pages  have  illustrated  how,  by  the  use 
of  differential  rates  in  connection  with  the  blanket  rates 
established  between  the  Mississippi  and  Missouri  river 
crossings,  the  markets  of  Chicago,  Milwaukee,  St.  Paul, 
Duluth,  etc.,  are  enabled  to  compete  with  each  other  and 
with  other  markets  more  advantageously  located. 

This  adjustment  is  restricted  to  Western  Trunk  Line 
Territory  and  with  one  or  two  exceptions  is  not  used  in 
establishing  through  rates  from  points  located  outside 
thereof. 

It  becomes  necessary  to  establish  rates  from  points 
located  in  other  territories  which  in  some  degree  will 
overcome  the  advantage  that  is  accorded  those  located 
in  Western  Trunk  Line  Territory. 

Formerly  through  rates  from  points  east  of  the  Illi- 
nois-Indiana State  Line  were  made  on  the  full  local  com- 
bination on  the  Mississippi  River,  using  the  East  St. 
Louis  rate  to  the  river  crossings  and  the  60-cent  scale 
west.  This  adjustment  was  attacked  before  the  Inter- 
state Commerce  Commission  and  after  much  deliberation 
the  following  scale  of  rates  was  ordered  established  be- 
tween the  Mississippi  River  Crossings  and  the  Missouri 
River  Crossings  (Kansas  City  to  Sioux  City)  as  propor- 
tional rates  to  apply  on  traffic  originating  at  or  destined 
to  points  beyond. 


....  1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Rates 

....  55 

41 

32 

24 

20 

22 

18 

15 

12 

10 

Proportional  rates  between  the  Mississippi  River  and 
Sioux  Falls  are  made  the  same  differentials  under  the 


TO  MISSOURI  RIVER  RATE  TERRITORY  31 

Chicago-Sioux  Falls  local  rates,  as  the  East  Mississippi 
River-Sioux  City  proportional  rates  are  less  than  the 
Chicago-Sioux  City  local  rates.    For  example : 

Classes    1  2  3  4  5  A  B  C       D  E 

Chicago-Sioux  City   80  65  45  32  27  32  27  22  18%  16 

Mississippi      River-Sioux 

City    55  41  32  24  20  22  18  15  12  10 


Differentials    25     24       13       S         7     10        9      7       6%     6 

Chicago-Sioux   Falls    ....83     67%  47    33%  28     33%  28    23     19%  16% 
Differentials    25     24       13       8         7     10        9       7       6%     6 


58    43%  34    25%  21     23%  19     16     13       10% 

Taking  Indianapolis,  Ind.,  as  a  representative  compet- 
ing market  in  Central  Freight  Association  Territory  and 
contrasting  the  rates  through  to  Missouri  River  points 
under  the  above  proportional  basis  with  the  rate  in  effect 
from  Chicago,  clearly  shows  how  the  adjustment  equal- 
izes the  disparity  which  would  exist  under  the  combina- 
tion of  locals. 

The  class  rates 4  from  Indianapolis,  Ind.,  to  East  St. 
Louis,  111.,  are : 

Classes    1        2  3        4  5  6 

Rates    38      32%       24      16%       13%       10% 

Taking  a  carload  of  machinery,  which  commodity  is 
usually  rated  in  carloads  at  fifth  class  in  the  Official  and 
at  Class  A  in  the  Western,  the  following  rate  is  obtained : 

Indianapolis  to  East  St.  Louis 13%  per  100  lbs. 

East  St.  Louis  to  Missouri  River 22      per  100  lbs. 


Through    35%  per  100  lbs. 

*  Governed  by  the  Official  Classification. 


32         FREIGHT  RATES— WESTERN  TERRITORY 

This  rate  compares  favorably,  considering  the  distance 
and  the  elements  of  competition,  with  the  rate  of  32 
cents  from  Chicago.  If  these  proportional  rates  were 
not  established,  the  through  rates  would  be  made  on  full 
combination  of  local  rates  to  and  from  the  Mississippi 
River.  This  would  result  in  a  rate  5  cents  higher  on  this 
commodity  from  Indianapolis,  Ind.,  than  from  Chi- 
cago, 111. 

In  connection  with  these  proportional  rates,  it  should 
be  understood  that  when  published  by  the  carriers  the 
extent  of  their  use  is  specifically  indicated  in  the  issues 
in  which  they  are  contained,  and  it  must  not  be  under- 
stood that  they  can  be  used  to  defeat  such  through  rates 
as  are  published  from  certain  territories.  For  example, 
the  proportional  rates  from  the  river  would  not  be 
applied  on  shipments  originating  at  Chicago,  Milwaukee, 
Duluth,  or  any  other  points  from  which  differential  rates 
are  applied,  but  only  from  such  points  as  are  located 
beyond  the  limits  of  Western  Trunk  Line  Territory. 

3.  Rates  to  and  from  Atlantic  Seaboaed  Territory 

The  rates  from  Trunk  Line  and  New  England  terri- 
tories are  established  in  the  same  manner  as  are  the 
rates  from  Central  Freight  Association  Territory.  A 
different  scale  of  differentials  has  been  established  by  the 
Interstate  Commerce  Commission,  the  rates  for  the  first 
five  classes  being  51,  38,  30,  23,  19. 

Tariffs  are  published  via  all  lines  and  routes,  including 
the  water  lines  operating  through  gulf  ports  based  on 
the  rates  to  the  Mississippi  River  plus  these  figures. 


CHAPTER  III 

rates  to  and  from  minnesota,  michigan,  and 

wisconsin 

1.  Development 

In  analyzing  this  rate  structure  the  short-line  distance 
between  some  of  the  more  important  points  will  be  found 
of  interest.  For  example,  the  distance  from  St.  Paul, 
Minn.,  to  Duluth,  Minn.,  is  153  miles ;  to  Milwaukee,  Wis., 
325  miles ;  to  Chicago,  111.,  409  miles ;  to  Indianapolis,  Ind., 
592  miles ;  to  Cincinnati,  Ohio,  695  miles ;  to  Buffalo,  N.  Y., 
924  miles ;  and  to  New  York,  N.  Y.,  1,312  miles. 

The  adjustment  employed  in  establishing  rates  to  and 
from  the  more  important  points  in  Wisconsin,  Minnesota, 
and  the  upper  peninsula  of  Michigan  reflects  the  effect 
of  water  competition  f rom  various  territories ;  in  fact,  it 
is  contended  by  the  carriers  that  the  key  to  this  low  ad- 
justment is  the  abnormally  low  rates  made  by  the  boat 
lines  plying  the  Mississippi  River  from  St.  Louis  to  St. 
Paul.  Rates  have  been  established  on  a  scale  as  low  as 
40  cents  per  100  pounds  for  first  class,  the  other  classes 
being  adjusted  on  approximately  two  thirds  of  the  all- 
rail  routes. 

Again,  during  the  season  of  lake  navigation,  Chicago 
rates  are  applied  to  Duluth  from  various  points  in  Trunk 
Line  Territory.  The  rates  via  the  rail-and-lake  lines  from 
New  York  to  Chicago  are  as  follows : 

Classes 1      2      3      4      5      6 

Rates   62    54    41    30    25    21 

33 


34         FREIGHT  RATES— WESTERN  TERRITORY 

Rates  to  interior  cities  in  Wisconsin  and  Minnesota 
are  established  on  the  basis  of  certain  abitraries  over  the 
rates  to  Duluth  and  other  cities.  For  example,  the  rates 
to  St.  Paul  are  made  by  adding  arbitraries  to  the  rates  to 
Duluth  as  follows : 

Glasses 1       2      3       4       5       6 

Rates  to  Duluth 62     54    41     30    25     21 

Arbitraries  21     IS     13       8      7       5 

Rates  to  St.  Paul 83     72     54     3S     32    26 

2.  Duluth  and  St.  Paul  Rate  Points 

The  fact  that  the  group  to  which  a  point  may  be  as- 
signed varies  greatly  according  to  where  the  traffic  origi- 
nates or  is  destined,  makes  it  impracticable  to  lay  down 
any  general  grouping  which  would  be  adapted  to  all 
territories. 

The  Western  Trunk  Line  Committee,  in  Tariff  No.  5-F, 
which  names  rates  between  stations  in  Illinois,  Iowa, 
Missouri,  and  Wisconsin  on  the  one  hand  and  this  ter- 
ritory on  the  other  hand,  assigns  points  to  either  the 
Duluth  Group  or  the  St.  Paul  Group,  while  in  Tariff  No. 
51,  which  applies  to  Central  Freight  Association  Territory 
east  of  the  Indiana-Illinois  State  Line,  four  groups  are 
established  to  cover  practically  the  same  points,  viz.,  Wi- 
nona, Duluth,  St.  Paul,  Marquette,  Michigamme,  Hough- 
ton, and  Hancock. 

3.  Grouping  of  Territory 

(a)  Chicago,  Peoria,  and  Mississippi  River  Rate 

Territories 

The  descriptions  of  the  Chicago,  Peoria,  and  Missis- 
sippi River  rate  territories  are  identical  with  those  used 


TO  AND  FROM  THE  NORTH  AND  WEST  35 

in  connection  with  the  establishing  of  rates  between  these 
points  and  Missouri  River  territory,  which  is  set  forth 
in  Chapter  II. 

Between  Peoria  and  Peoria  rate  points  and  St.  Paul, 
Chicago  rates  apply. 

(b)  St.  Louis  Rate  Territory 

On  and  north  of  the  Vandalia  Line,  east  of  St.  Louis 
to  St.  Elmo,  and  thence  via  the  Chicago  &  Eastern  Illi- 
nois Railroad  to  Altamont ;  thence  via  the  Wabash  Rail- 
road to  Sullivan;  and  thence  via  the  Chicago  &  Eastern 
Illinois  Railroad,  through  Arthur,  Tuscola,  Sidell,  and 
Danville,  to  but  not  including  Momence,  111. 

Between  St.  Louis  and  points  in  that  group,  the  rates 
are  made  105  per  cent  of  the  rates  from  Chicago  to  St. 
Paul. 

Classes    1        2        3      4     5      A     B      C     D       E 

Rates    63     52y2     42     26    21    26    21     18     15     lSy2 

(c)   Points  in  Southern  Illinois 

Between  points  in  southern  Illinois  lying  south  of 
the  St.  Louis,  Peoria,  and  Chicago  groups  and  St.  Paul, 
Minn.,  various  percentages  are  used  in  establishing  rates, 
as  is  illustrated  by  Table  16,  which  gives  the  basis  em- 
ployed in  making  rates  from  stations  on  the  Illinois 
Central  Railroad. 

4.  Rates  to  St.  Paul 

To  meet  competition,  the  carriers  of  the  Western 
Trunk  Line  have  arbitrarily  established  the  following 
scale  of  rates  between  Chicago  and  Chicago  rate  points 
on  the  one  hand  and  St.  Paul  on  the  other  hand : 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

36         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  16 

Basis  for  Rates  from  Illinois  Central  Stations  South  of 

St.  Louis  Territory 

Caulton  and  Areola 102%  of  St,  Louis  rate 

Humboldt,  Dorans  Crossing,  and  Mattoon.104%  of  St.  Louis  rate 

Magnet,  Neoga,  and  Aetna 106%  of  St.  Louis  rate 

Sigel  and  Effingham 110%  of  St.  Louis  rate 

Watson,  Clio,  and  Edgewood 112%  of  St.  Louis  rate 

Laclede  and  Farina 114%  of  St.  Louis  rate 

Kinmundy  and  Alma 116%  of  St.  Louis  rate 

Tonti  and  Odin 118%  of  St.  Louis  rate 

Central  City  and  Centralia 120%  of  St.  Louis  rate 

Irvington  and  Richview 122%  of  St.  Louis  rate 

Ashley  and  Radom 124%  of  St.  Louis  rate 

Wallace,  Siding,  and  Shobonier 106%  of  St.  Louis  rate 

Vernon  and  Patoka 112%  of  St.  Louis  rate 

Fairman  and  Sandoval 118%  of  St.  Louis  rate 

Points  on  the  St.  Louis  Division  south  of  Radom  take  Cairo  rates. 


5.  Rates  to  Duluth 

The  rates  so  fixed  to  St.  Paul  are  used  as  a  basis  in 
establishing  rates  to  Duluth.  From  Chicago  and  Peoria 
rate  territories  to  Duluth  rate  territory,  rates  are  made 
by  adding  differentials  as  follows : 

Classes    1        2       3         4        5       A       B       C       D      E 

St.  Paul  rates... 60       50      40      25       20      25       20      17       14       13 
Differentials    ....5         5        4         3        2         3        2         2        3         3 

Rates  to  Duluth  G5       55      44      28      22      2S      22       19       17       16 

From  St.  Louis  rate  territory  to  Duluth  rate  ter- 
ritory, rates  are  made  by  adding  the  following  differ- 
entials to  the  St.  Louis-St.  Paul  rates : 


TO  AND  FROM  THE  NORTH  AND  WEST 


37 


Classes    1       2  3       4      5      A      B      C      D      E 

St.  Louis-St.  Paul  rates  63     52y2     42    26    21     26    21     IS     15     13^. 
Differentials    15     13y2     11       8       5      8      5       5       5       5% 

Rates  to  Duluth 78    66        53    34    26    34    26    23    20    19 

Table  17  shows  the  rates  between  some  of  the  more 
important  groups  in  the  state  of  Illinois  on  the  one  hand 
and  both  St.  Paul  and  Duluth  groups  on  the  other  hand. 
These  rates  are  made  in  conformity  with  the  basis  just 
set  forth. 

TABLE    17 

Class   Rates   Between   Groups   in    Illinois   and   Bordering 

Territory  on  One  Hand  and  St.  Paul  and  Duluth 

Groups  on  the  Other  1 


Between 
Gkoups 

Chicago 

Peoria 
St.    Louis 

Cairo 

Dubuque 

Charleston 

Shobonier 

Toledo 

Vernon 

Lacledo 

Kinmundy 

Sandoval 

Centralia 

Irvington 

Mt.   Vernon 


And 

Groups 


St.   Paul) 
Duluth) 


St.   Paul) 
Duluth) 


St.   Paul) 
Duluth ) 


St.   Paul) 
Duluth) 


St.    Paul  i 


St.  Paul) 
Duluth) 


St.    Paul. 
Duluth) 


St.  Paul) 
Duluth) 


St.    Paul) 
Duluth )     . 


St.  Paul) 
Duluth) 


St.    Paul) 
Duluth)     , 


St.   Paul) 
Duluth) 


St.   Paul) 
Duluth) 


St.    Paul) 
Duluth) 


St.    raul) 
Duluth) 


Rates    in    Cents    Per    100    Pounds 


CI 

asses 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

65 

55 

44 

28 

22 

28 

22 

19 

17 

16 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

65 

55 

44 

2S 

22 

28 

22 

19 

17 

16 

63 

78 


52 
66 


42 
53 


26 
34 


21      26 
20     34 


21 
26 


18 
23 


15      13 
20      19 


80 
80 


65 
66 


52 
53 


o.:> 

34 


26     33 
26     34 


26 
26 


19  17 

20  19 


55 

45 

35 

221 

17 

20 

171 

15 

12 

10 

65  J 
80 

54J 
66 

431 
53 

27 
34 

26 

27 
34 

22 
26 

181 
23 

151 

20 

14 
19 

67 
80 

551 
66 

44| 
53 

271 
34 

221 
26 

271 
34 

22i 
26 

19 
23 

16 

20 

141 
19 

691 
80 

571 
66 

46 
53 

281 
34 

23 

26 

281 
34 

23 
26 

20 
23 

161 

20 

15 
19 

701 

80 

59 
66 

47 
53 

29 
34 

23£ 
26 

29 
34 

231 
26 

20 
23 

17 
20 

15 

19 

72 

80 

60 
66 

48 
53 

291 
34 

24 
26 

291 
34 

24 

26 

201 
23 

17 

20 

15 
19 

73 
80 

61 
66 

481 
53 

30 
34 

24 
26 

30 
34 

24 
26 

21 
23 

17 
20 

15 
19 

74 
80 

62 
66 

49 
53 

30 
34 

25 
26 

30 
34 

25 
26 

21 
23 

17 

20 

16 

19 

75  i 

SO 

63 
66 

501 

53 

31 
34 

25 
26 

31 
34 

25 
26 

21 
23 

18 
20 

16 
19 

77 

80 

64 
66 

51 
53 

31 
34 

25 
26 

31 
34 

25 
26 

22 
23 

18 
20 

16 
19 

78 
80 


65 

66 


52 
53 


32 
34 


26     32 
26     34 


26 
26 


22 
23 


18      16 
20     19 


1  Freight  Tariff  No.  5-P  of  the  Western  Trunk  Lines. 

2  Governed  by  the  Western  Classification. 


38 


FREIGHT  RATES— WESTERN  TERRITORY 


6.  Rates  from  and  to  Points  East  of  Illinois-Indiana 

State  Line 

The  rates  between  St.  Paul  and  Duluth  and  points  in 
Central  Freight  Association  Territory  are  not  made  upon 
any  general  basis.  Combinations  of  local  rates  through 
various  junctions  are  sometimes  employed  and  in  other 
instances  the  rates  are  arbitrarily  made  by  the  interested 
carriers. 

Table  18  shows  the  rates  to  some  of  the  more  impor- 
tant points  in  Central  Freight  Association  Territory. 

TABLE  18 

Class  Rates  from  the  Winona,  Duluth,  Marquette,   and 

Houghton  Groups  to  Points  in  C.  F.  A.  Territory  East 

of  the  Illinois-Indiana  State  Line 


From 

Groups 


Winona 


Duluth 


Marquette 


Houghton 


To 


Indianapolis,  Ind. 
Columbus,    Ohio 
Youngstown,  Ohio 
Pittsburgh,  Pa. 


Indianapolis,  Ind. 
Columbus,    Ohio 
Youngstown,  Ohio 
Pittsburgh,  Pa. 


Indianapolis,  Ind. 
Columbus,    Ohio 
Youngstown,  Ohio 
Pittsburgh,  Pa. 


Indianapolis,  Ind. 
Columbus,    Ohio 
Youngstown,  Ohio 
Pittsburgh,  Pa. 


Rates  in 

Cents 

per  100  Pounds 

Classes  * 

1 

2 

3 

4 

5 

6 

76 

05 

48 

32 

26 

21 

86 

71 

53 

36 

30 

24 

87 

72 

54 

37 

31 

25 

89 

74 

56 

39 

33 

27 

81 

69 

51 

35 

29 

23 

91 

75 

56 

39 

33 

26 

93 

77 

58 

40 

34 

27 

95 

79 

60 

42 

36 

29 

75 

65 

48 

32 

26 

23 

75 

63 

45 

30 

26 

22 

77 

64 

47 

31 

26 

23 

79 

66 

49 

33 

28 

25 

81 

69 

51 

35 

29 

23 

91 

75 

56 

39 

33 

26 

93 

77 

58 

40 

34 

27 

95 

79 

00 

42 

36 

29 

i  Governed  by  the  Official  Classification  and  exceptions,  Freight  Tariff  No.  51 
of  the  Western  Trunk  Lines. 


TO  AND  FROM  THE  NORTH  AND  WEST  39 

7.  Proportional  Rates 

Table  19  shows  certain  proportional  rates  applying 
from  the  St.  Paul  and  Duluth  groups  to  the  Ohio  River 
Crossings  and  lower  Mississippi  River  points.  These 
rates  are  established  to  enable  the  markets  to  compete 
for  trade  with  the  more  advantageously  located  markets 
of  St.  Louis  and  Chicago.  This  they  would  be  unable  to 
do  were  the  combination  of  local  rates  to  and  from  Chi- 
cago or  St.  Louis  to  be  applied. 

TABLE  19 

Class  Rates  from  the  St.  Paul  and  Duluth  Groups  to  Ohio 

River  Crossings,  Memphis,  New  Orleans,  Jackson, 

Miss.,  and  Meridian,  Miss. 


St.    Paul 
Duluth 


St.    Paul 
Duluth 


Ohio  River 
Crossings  2 

Ohio  River 
Crossings  2 


Memphis,    Tenn. 
New  Orleans, 
La.* 

Jackson-Meri- 
dian.    Miss. 


Rates  in  Cents  Per  100  Polnds 


Classes  1 

1 

2 

o 
O 

4 

SAB 

C 

D 

E 

80 

65 

52 

33 

26  33  26 

22 

19 

17 

80 

60 

53 

34 

26  34   26 

23 

20 

19 

Per 

Classes  * 

Bbl. 

1 

2 

3 

4 

5     6    A 

B 

C 

D 

E 

H  F 

115  90  78  Gl  51  44  31  43  (3)  (3)  42  67  (3) 
137  111  87  70  54  49  39  51  (3)  (3)  42  ..  (3) 
148   124   103  85   70  62  51   53  (3)   (3)  56  71  (3) 


i  The  Western  Classification  governs  the  Ohio  River  rates  and  the  Southern 
Classification  governs  through  rates  from  St.  Paul  to  Mississippi  Valley  points 
named  in  the  table. 

2  To  Columbus  and  Paducah,  Ky.,  add  2  cents  to  the  rates  given  to  other  Ohio 
River  Crossings. 

3  These  classes  include  grain  products  but  the  rates  on  grain  products  are 
carried  In  commodity  tariffs. 

4  And  other  points  south  of  Memphis  in  the  New  Orleans  group. 


CHAPTER  IV 

RATES  BETWEEN  STATIONS  IN  MINNESOTA  AND  WISCON- 
SIN AND   STATIONS   IN   IOWA  AND  MISSOURI 

For  rate-making  purposes  this  territory  is  usually 
divided  into  five  groups  on  the  one  hand  and  eleven  groups 
on  the  other. 

The  five  groups  on  the  St.  Paul  end  are  St.  Paul  Group, 
Winona  Group,  New  Ulni  Group,  Duluth  Group,  and  Eau 
Claire  Group. 

The  other  eleven  groups  are  Moberly  Group,  Mexico 
Group,  Manning  Group,  Jefferson  City  Group,  Maquoketa 
Group,  Des  Moines  Group,  Centerville  Group,  Cedar  Rap- 
ids Group,  Sheldon  Group,  Mason  City  Group,  and  Ft. 
Dodge  Group. 

The  latter  groups,  for  the  most  part,  are  directly  south 
of  St.  Paul  and  in  the  states  of  Iowa  and  Missouri. 

The  rates  now  in  effect  between  points  in  these  groups, 
as  published  in  Western  Trunk  Line  Tariff  No.  13-G,  are 
shown  in  Table  20.  The  following  pages  of  this  chapter 
will  be  devoted  to  a  discussion  of  their  construction. 

As  is  the  case  with  regard  to  the  construction  of  rates 
to  and  from  the  Missouri  River  Crossings,  the  adjoin- 
ing territories  are  subdivided,  into  groups  as  zones  and 
blanket  rates  are  established  therefrom:  the  destination 
groups,  however,  instead  of  being  restricted  to  a  com- 
paratively few  points,  take  in  quite  a  large  area. 

40 


TABLE  20 
Rates  from  Points  in  "Wisconsin  and  Minnesota  to  Points  in 

Iowa  and  Missouri 


Between 

1 

Points 

And 

' 

IN       THE 

Points    in   the 
Following  Groups 

Ratus 

in  Cents 

Per 

100  ] 

Pounds 

FOLLOW- 

ING 

IN    IOWA 

Classes  • 

Groups 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

1  (Moberly) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

2  (Mexico) 

63 

52  y2 

42 

26 

21 

26 

21 

18 

15 

13% 

3  (Manning) 

80 

65 

45 

32 

27 

32 

27 

22 

is  y3 

16 

4  (Jefferson  City) 

85 

69 

48 

34 

28 

34 

28 

23 

20 

17 

5  (Maquoketa) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

St.  Paul 

6  (Des  Moines) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

7  (Centerville) 

63 

52% 

42 

26 

21 

26 

21 

18 

15 

13% 

8  (Cedar  Rapids) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

9  (Sheldon) 

55 

47 

34 

25% 

20 

22 

19 

17 

14 

10 

10  (Mason  City) 

43 

35 

28 

21 

17 

19 

15 

12% 

11 

9 

11  (Fort  Dodge) 

55 

42 

32 

22 

18 

22 

17 

14 

13 

10 

Winona 


1  ( Moberly  i 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

2  (Mexico) 

63 

52% 

42 

26 

21 

26 

21 

18 

15 

13% 

3  (Manning) 

80 

65 

45 

32 

27 

32 

27 

22 

18% 

16 

4  (Jefferson  City) 

80 

65 

45 

32 

27 

32 

27 

22 

18% 

16 

5  (Maquoketa) 

55 

46 

35 

25 

18 

25 

18 

15 

12 

11 

6  (Des  Moines) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

7  (Centerville) 

63 

52% 

42 

26 

21 

26 

21 

18 

15 

13% 

8  (Cedar  Rapids) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

9  (Sheldon) 

55 

47 

34 

25% 

20 

22 

19 

17 

14 

10 

10  (Mason  City) 

43 

35 

28 

21 

17 

19 

15 

12% 

11 

9 

11  (Fort  Dodge) 

55 

42 

32 

22 

IS 

22 

17 

14 

13 

10 

2  (Mexico) 

72 

56 

43 

30 

24 

28 

24 

20 

17 

15 

3  (Manning) 

80 

65 

45 

32 

27 

32 

27 

22 

18% 

16 

4  (Jefferson  City) 

85 

69 

48 

34 

28 

34 

28 

23 

20 

17 

6  (Des  Moines) 

63 

52% 

42 

26 

21 

25% 

21 

18 

15 

13 

New  Ulm 

7  (Centerville) 

65 

55 

43 

27 

22 

25% 

22 

19 

15 

14 

8  (Cedar  Rapids) 

63 

52% 

42 

26 

21 

25% 

21 

18 

15 

13 

9  (Sheldon) 

60 

50 

35 

27 

20 

24 

20 

17 

15 

12 

10  (Mason  City) 

53 

42 

33 

24 

19 

20 

17 

15 

13% 

10 

11  (Fort  Dodge) 

03 

52% 

42 

26 

21 

25% 

21 

18 

15 

13 

1  (Moberly) 

78 

66 

53 

34 

26 

34 

26 

23 

20 

19 

2  (Mexico) 

78 

66 

53 

34 

26 

34 

26 

23 

20 

19 

3  (Manning) 

80 

65 

45 

32 

27 

32 

27 

22 

18 

16 

5  (Maquoketa) 

65 

55 

44 

28 

22 

28 

22 

19 

17 

16 

Duluth 

6  (Des  Moines) 

78 

62 

44 

31 

26 

31 

26 

21 

18 

16 

7  (Centerville) 

78 

65 

45 

32 

26 

32 

26 

22 

18 

16 

8  (Cedar  Rapids) 

65 

55 

44 

28 

22 

28 

22 

19 

17 

16 

9  (Sheldon) 

80 

65 

45 

32 

27 

32 

27 

22 

18 

16 

10  (Mason  City) 

65 

55 

43 

28 

22 

28 

oo 

19 

17 

16 

11  (Fort  Dodge) 

78 

62 

44 

31 

26 

31 

26 

21 

18 

16 

1  (Moberly) 

65 

55 

44 

28 

22 

28 

oo 

19 

17 

16 

2  (Mexico) 

73 

61% 

50 

33 

26 

32 

26 

23 

20 

17% 

3  (Manning) 

80 

65 

45 

32 

27 

32 

27 

22 

18% 

16 

4  (Jefferson  City) 

95 

78 

56 

41 

34 

40 

33 

28 

25 

21 

Eau 

5  (Maquoketa) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

Claire 

6  (Des  Moines) 

65 

55 

44 

28 

22 

28 

22 

19 

17 

16 

7  (Centerville) 

73 

61% 

50 

33 

27 

32 

26 

23 

20 

17% 

8  (Cedar  Rapids) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

9  (Sheldon) 

80 

65 

45 

32 

25 

29 

25 

22 

18% 

15% 

10  (Mason  City) 

60 

50 

40 

25 

20 

25 

20 

17 

14 

13 

11  (Fort  Dodge) 

60 

43 

23 

27 

22 

26 

20 

18 

17 

14 

1  Governed  by  the  Western  Classification. 


42         FREIGHT  RATES— WESTERN  TERRITORY 

1.  Description  of  Northern  Groups — St.  Paul-Iowa 

Territory 

(a)   St.  Paul  Group 

Rates  between  St.  Paul  Group  and  Group  1  (Moberly) 
are  made  the  same  as  St.  Paul-Chicago  rates. 

Rates  between  St.  Paul  Group  and  Group  2  (Mexico) 
are  made  the  same  as  St.  Paul-St.  Louis  rates. 

Rates  between  St.  Paul  Group  and  Group  3  (Manning) 
are  made  the  same  as  St.  Paul-Omaha  rates. 

Rates  between  St.  Paul  Group  and  Group  4  (Jefferson 
City)  are  made  the  same  as  St.  Paul-Kansas  City  rates. 

Rates  between  St.  Paul  Group  and  Group  5  (Maquo- 
keta)  are  made  the  same  as  St.  Paul-Chicago  rates. 

Rates  between  St.  Paul  Group  and  Group  6  (Des 
Moines)  are  made  the  same  as  St.  Paul-Chicago  rates  or 
Omaha  rates,  whichever  are  lower,  observing  Cedar  Rap- 
ids rates  as  maxima. 

Rates  between  St.  Paul  Group  and  Group  7  (Center- 
ville)  are  made  the  same  as  St.  Paul-St.  Louis  rates  or 
Omaha  rates,  whichever  are  lower. 

Rates  between  St.  Paul  Group  and  Group  8  (Cedar 
Rapids)  are  made  the  same  as  St.  Paul-Chicago  rates  or 
Omaha  rates,  whichever  are  lower. 

Rates  between  St.  Paul  Group  and  Group  9  (Sheldon) 
are  made  the  same  as  St.  Paul-Sioux  City  rates  or  Omaha 
rates,  whichever  are  lower. 

Rates  between  St.  Paul  Group  and  Group  10  (Mason 
City)  are  made  the  same  as  St.  Paul-Chicago  rates,  Sioux 
City  rates,  or  Omaha  rates,  whichever  are  lowest,  but  not 
to  exceed  Des  Moines  rates. 

Rates  between  St.  Paul  Group  and  Group  11  (Ft. 
Dodge)  are  made  the  same  as  St.  Paul-St.  Louis  rates, 


TO  AND  FROM  THE  NORTH  AND  "WEST     43 

Sioux  City  rates,  or  Omaha  rates,  whichever  are  lowest, 
but  not  to  exceed  Des  Moines  rates. 


(b)   Winona  Group 

Rates  between  Winona  Group  and  Group  1  (Moberly) 
are  made  the  same  as  St.  Paul-Chicago  rates. 

Eates  between  Winona  Group  and  Group  2  (Mexico) 
are  made  the  same  as  St.  Paul-St.  Louis  rates. 

Rates  between  Winona  Group  and  Group  3  (Manning) 
are  made  the  same  as  St.  Paul-Omaha  rates. 

Rates  between  Winona  Group  and  Group  4  (Jefferson 
City)  are  made  the  same  as  St.  Paul-Kansas  City  rates  or 
Chicago-Kansas  City  rates,  whichever  are  lower. 

Rates  between  YvTinona  Group  and  Group  5  (Maquo- 
keta)  are  made  the  same  as  St.  Paul-Chicago  rates. 

Rates  between  Winona  Group  and  Group  6  (Des 
Moines)  are  made  the  same  as  St.  Paul-Chicago  rates  or 
St.  Paul-Omaha  rates,  whichever  are  lower. 

Rates  between  Winona  Group  and  Group  7  (Center- 
ville)  are  made  the  same  as  St.  Paul-St.  Louis  rates  or 
St.  Paul-Omaha  rates,  whichever  are  lower. 

Rates  between  Winona  Group  and  Group  8  (Cedar 
Rapids)  are  made  the  same  as  St.  Paul-Chicago  rates  or 
St.  Paul-Omaha  rates,  whichever  are  lower. 

Rates  between  Winona  Group  and  Group  9  (Sheldon) 
are  made  the  same  as  St.  Paul-Sioux  City  rates  or  St. 
Paul-Omaha  rates,  whichever  are  lower. 

Rates  between  Winona  Group  and  Group  10  (Mason 
City)  are  made  the  same  as  St.  Paul-Chicago  rates,  St. 
Paul-Sioux  City  rates,  or  St.  Paul-Omaha  rates,  which- 
ever are  lowest,  but  not  to  exceed  Des  Moines  rates. 

Rates   between   Winona   Group   and   Group   11    (Ft. 


44         FREIGHT  RATES— WESTERN  TERRITORY 

Dodge)  are  made  the  same  as  St.  Panl-St.  Louis  rates,  St. 
Paul-Sioux  City  rates,  or  St.  Paul-Omaha  rates,  which- 
ever are  lowest,  but  not  to  exceed  Des  Moines  rates. 

(c)  New  Ulm  Group 

Eates  between  New  Ulm  Group  and  Group  3  (Manning) 
are  made  the  same  as  St.  Paul-Omaha  rates. 

Eates  between  New  Ulm  Group  and  Group  4  (Jefferson 
City)  are  made  the  same  as  St.  Paul-Kansas  City  rates. 

Eates  between  New  Ulm  Group  and  Group  9  (Sheldon) 
are  made  the  same  as  St.  Paul-Sioux  City  rates  or  St. 
Paul-Omaha  rates,  whichever  are  lower. 

(d)  Duluth  Group 

Eates  between  Duluth  Group  and  Group  1  (Moberly) 
are  made  the  same  as  Duluth-Chicago  rates. 

Eates  between  Duluth  Group  and  Group  2  (Mexico) 
are  made  the  same  as  Duluth-St.  Louis  rates. 

Eates  between  Duluth  Group  and  Group  3  (Manning) 
are  made  the  same  as  Duluth-Omaha  rates. 

Eates  between  Duluth  Group  and  Group  4  (Jefferson 
City)  are  made  the  same  as  Duluth-Kansas  City  rates. 

Eates  between  Duluth  Group  and  Group  5  (Maquoketa) 
are  made  the  same  as  Duluth-Chicago  rates. 

Eates  between  Duluth  Group  and  Group  6  (Des  Moines) 
are  made  the  same  as  Duluth-Chicago  rates  or  Duluth- 
Omaha  rates,  whichever  are  lower,  but  not  to  exceed  the 
Cedar  Eapids  rates. 

Eates  between  Duluth  Group  and  Group  7  (Center- 
ville)  are  made  the  same  as  Duluth-St.  Louis  rates  or 
Duluth-Omaha  rates,  whichever  are  lower. 


TO  AND  FROM  THE  NORTH  AND  WEST  45 

Eates  between  Dulutli  Group  and  Group  8  (Cedar  Rap- 
ids) are  made  the  same  as  Duluth-Chicago  rates  or  Du- 
lutli-Omaha  rates,  whichever  are  lower. 

Rates  between  Duluth  Group  and  Group  9  (Sheldon) 
are  made  the  same  as  Duluth-Sioux  City  rates  or  Duluth- 
Omaha  rates,  whichever  are  lower. 

Rates  between  Duluth  Group  and  Group  10  (Mason 
City)  are  made  the  same  as  Duluth-Sioux  City  rates  or 
Duluth-Omaha  rates,  whichever  are  lower,  but  not  to 
exceed  Des  Moines  rates. 

Rates  between  Duluth  Group  and  Group  11  (Ft.  Dodge) 
are  made  the  same  as  Duluth-St.  Louis  rates,  Duluth- 
Sioux  City  rates,  or  Duluth-Omaha  rates,  whichever  are 
lowest,  but  not  to  exceed  Des  Moines  rates. 

(e)  Eau  Claire  Group 

Rates  between  Eau  Claire  Group  and  Group  1  (Mo- 
berly)  are  made  the  following  arbitraries  over  St.  Paul- 
Chicago  rates : 

Classes    1        2      3       4       5      A      B      C      D      E 

Arbitraries    (in    cents) 10      9S7665554 


Rates  between  Eau  Claire  Group  and  Group  2  (Mexico) 
:ema 
rates : 


are  made  the  following  arbitraries  over  St.  Paul-St.  Louis 


.  .  1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Arbitraries    (in    cents) . . 

..10 

9 

S 

7 

6 

6 

5 

5 

5 

4 

Rates  between  Eau  Claire  Group  and  Group  3  (Man- 
ning) are  made  the  following  arbitraries  over  St.  Paul- 
Omaha  rates : 

Classes    1        2       3       4       5      A      B      C      D      E 

Arbitraries    (in    cents) 10      987       665554 


46  FREIGHT  RATES— WESTERN  TERRITORY 

Rates  between  Eau  Claire  Group  and  Group  4  (Jeffer- 
son City)  are  made  the  following  arbitraries  over  St.  Paul- 
Kansas  City  rates : 

Classes    1        2      3      4       5      A      B      C      D      E 

Arbitraries    (in    cents) 10      9S7G       65554 

Rates  between  Eau  Claire  Group  and  Group  5  (Maquo- 
keta)  are  made  the  same  as  St.  Paul- Chicago  rates. 

Rates  between  Eau  Claire  Group  and  Group  6  (Des 
Moines)  are  made  the  following  arbitraries  over  St.  Paul- 
Ottumwa  rates : 

Classes    1        2       3       4       5      A      B      C      D      E 

Arbitraries    (in    cents) 10      9S7GG5       554 

Rates  between  Eau  Claire  Group  and  Group  7  (Center- 
ville)  are  made  the  following  arbitraries  over  St.  Paul- 
Des  Moines  rates : 

(  lasses    1        2       3       4       5      A      B      C      D      E 

Arbitraries    (in    cents) 10      9S7665554 

Rates  between  Eau  Claire  Group  and  Group  8  (Cedar 
Rapids)  are  made  the  same  as  St.  Paul-Chicago  rates. 

Rates  between  Eau  Claire  Group  and  Group  9  (Shel- 
don) are  made  the  following  arbitraries  over  St.  Paul- 
Sioux  City  rates,  but  not  to  exceed  Eau  Claire-Omaha 
rates  ■: 

Classes     1       2       3        4       5      A      B       C      D         E 

Arbitraries    (in    cents)  .20     15     10      5       5       5       5      5       3%     3y2 

Rates  between  Eau  Claire  Group  and  Group  10  (Mason 
City)  are  made  the  same  as  St.  Paul-Chicago  rates,  but 


TO  AND  FROM  THE  NORTH  AND  WEST  47 

not  to  exceed  Eau  Claire-Sioux  City  rates  or  Des  Moines 
rates. 

Rates  between  Eau  Claire  Group  and  Group  11  (Ft. 
Dodge)  are  made  the  following  arbitraries  over  St.  Paul- 
Ft.  Dodge  rates,  but  not  to  exceed  Eau  Claire-Sioux  City 
rates  or  Eau  Claire-Des  Moines  rates : 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Arbitraries    (in  cents).. 

..10 

9 

8 

7 

6 

6 

5 

5 

5 

4 

Duluth  rates  are  the  maximum  rates  from  Eau  Claire 
Group  to  all  groups  above-mentioned,  except  Group  7 
(Centerville)  and  Group  9  (Sheldon). 

2.  Description  op  Northern  Groups — Fox  River- 
Iowa  Territory 

This  territory  is  usually  divided  into  three  groups  :  the 
Oshkosh  Group,  Eau  Claire  Group,  and  Marinette  Group. 

(a)  Oshkosh  Group 

Rates  between  Chicago  territory  and  Oshkosh  Group 
points  are  made  the  same  as  Chicago-St.  Paul  rates. 

Rates  between  Peoria  territory  and  Oshkosh  Group 
points  are  made  the  same  as  Peoria-St.  Paul  rates. 

Rates  between  St.  Louis  territory  and  Oshkosh  Group 
points  are  made  the  same  as  St.  Louis-St.  Paul  rates. 

Rates  between  Cairo  territory  and  Oshkosh  Group 
points  are  made  the  same  as  Cairo-St.  Paul  rates. 

(h)  Eau  Claire  Group 

Rates  between  Chicago  territory  and  Eau  Claire  Group 
points  are  made  the  same  as  Chicago-St.  Paul  rates. 


48         FREIGHT  RATES— WESTERN  TERRITORY 

Eates  between  Peoria  territory  and  Eau  Claire  Group 
points  are  made  the  same  as  Peoria-St.  Paul  rates. 

Eates  between  St.  Louis  territory  and  Eau  Claire 
Group  points  are  made  the  same  as  St.  Louis-St.  Paul 
rates. 

Eates  between  Cairo  territory  and  Eau  Claire  Group 
points  are  made  the  same  as  Cairo-St.  Paul  rates. 

(c)  Marinette  Group 

Eates  between  Chicago  territory  and  Marinette  Group 
points  are  made  the  same  as  Chicago-Duluth  rates. 

Eates  between  Peoria  territory  and  Marinette  Group 
points  are  made  the  same  as  Peoria-Duluth  rates. 

Eates  between  St.  Louis  territory  and  Marinette  Group 
points  are  made  the  same  as  St.  Louis-Duluth  rates. 

Eates  between  Cairo  territory  and  Marinette  Group 
points  are  made  the  same  as  Cairo-Duluth  rates. 

3.  Description  of  Northern  Groups — La  Crosse-Iowa 

Territory 

Eates  between  Chicago  and  La  Crosse  territories  are 
made  the  same  as  Chicago-St.  Paul  rates. 

Eates  between  Springfield  and  La  Crosse  territories  are 
made  the  same  as  Peoria-St.  Paul  rates. 

Eates  between  St.  Louis  and  La  Crosse  territories  are 
made  the  same  as  Chicago-La  Crosse  rates. 

Bate's  between  Danville  and  La  Crosse  territories  are 
made  the  same  as  East  St.  Louis-St.  Paul  rates. 

4.  Description  of  Southern  Groups 

The  following  is  a  partial  description  of  the  groups  out- 
lined under  St.  Paul-Iowa  Territory,  or  Territory  No.  5. 


TO  AND  FROM  THE  NORTH  AND  WEST  49 

Group  1 

All  points  on  and  east  of  the  line  of  the  Chicago  &  North- 
Western  Railway,  from  Scarville  to  Mason  City;  thence 
via  the  Iowa  Central  Railway  through  Oskaloosa  to  Albia ; 
thence  via  the  Albia  and  Centerville  Railway  to  Moravia ; 
thence  via  the  Wabash  Railroad  to  Moberly;  and  thence 
via  the  Missouri,  Kansas  &  Texas  Railway  to  Hannibal. 

Group  2 

All  points  west  or  south  of  Group  1  and  on  and  east  of 
the  line  of  the  Chicago  &  North- Western  Railway,  from 
Elmore  to  Luverne;  thence  via  the  Minneapolis  &  St. 
Louis  Railroad  through  Angus  to  Des  Moines ;  thence  via 
the  Chicago,  Rock  Island  &  Pacific  Railway  to  Indianola ; 
thence  via  the  Chicago,  Burlington  &  Quincy  Railroad  to 
but  not  including  Albia ;  thence  south  of  Moravia  on  the 
Albia  &  Centerville  Railway  to  Centerville ;  thence  on  and 
north  of  the  Chicago,  -Burlington  &  Quincy  Railroad  to 
but  not  including  Glenwood  Junction;  thence  commenc- 
ing at  the  first  station  east  of  Moberly  via  the  Wabash 
Railroad  to  St.  Louis,  Mo.,  including  the  Columbia  branch 
of  the  Wabash  Railroad;  and  thence  following  the  west 
bank  of  the  Mississippi  River  to  but  not  including  Hanni- 
bal, Mo. 

Group  3 

Stations  west  of  Group  2  and  south  of  the  Iowa-Minne- 
sota state  line  to  its  intersection  with  the  Illinois  Central 
Railroad ;  thence  via  the  Illinois  Central  Railroad  to  and 
including  Hills,  Minn.;  thence  via  the  Great  Northern 


50         FREIGHT  RATES— WESTERN  TERRITORY 

Railway  to  and  including  Sherman,  S.  D. ;  thence  on  and 
east  of  the  Great  Northern  Railway  to  Sioux  Falls,  S.  D. ; 
thence  via  the  Chicago,  Milwaukee  &  St.  Paul  Railway 
through  Canton,  S.  D.,  Hawarden,  Iowa,  and  Elk  Point, 
S.  D.,  to  Sioux  City,  Iowa ;  and  thence  on  and  north  of  the 
Illinois  Central  Railroad  to  but  not  including  Ft.  Dodge, 
Iowa. 

Group  4 

Stations  west  of  Group  2  and  south  of  Group  3,  thence 
on  and  east  of  the  Chicago,  St.  Paul,  Minneapolis  &  Omaha 
Railway,  from  a  point  south  of  Sioux  City,  Iowa,  to 
Omaha,  Neb. ;  thence  via  the  Missouri  Pacific  Railway  to 
Nebraska  City,  Neb. ;  thence  on  and  north  of  the  line  of  the 
Chicago,  Burlington  &  Quincy  Railroad,  via  Hamburg, 
Iowa,  to  Shenandoah,  Iowa;  thence  via  the  Wabash  Rail- 
road to  Burlington  Junction,  Mo. ;  thence  via  the  Chicago, 
Burlington  &  Quincy  Railroad  through  Clarinda  and  Di- 
agonal, Iowa,  to  Corydon,  Iowa ;  thence  via  an  imaginary 
line  to  Seymour,  Iowa,  on  the  Chicago,  Rock  Island  & 
Pacific  Railway ;  and  thence  via  the  Chicago,  Rock  Islan  1 
&  Pacific  Railway  to  but  not  including  Centerville,  Iowa. 

Group  5 

Stations  south  and  west  of  the  foregoing  described 
groups,  on  and  east  of  the  Missouri  River,  and  on  and 
north  of  the  St.  Louis,  Kansas  City  &  Colorado  Railroad 
from  Kansas  City  to  St.  Louis,  Mo. 


CHAPTER  V 
interstate  rates  to  interior  iowa  cities 

1.  Class  Rates 

In  an  earlier  chapter  of  this  treatise  it  was  explained 
how  competition  had  forced  an  unusually  low  scale  of 
rates  to  be  established  between  Mississippi  River  Cross- 
ings and  Missouri  River  Crossings.  The  adjustment  now 
taken  up  is  that  dealing  with  the  establishment  of  rates  to 
interior  points  within  the  state  of  Iowa,  which  are  fixed  in 
a  measure  by  the  Mississippi  River-Missouri  River  rates. 

The  local  rates  on  traffic  moving  between  points  in  Iowa 
including  points  on  the  west  bank  of  the  Mississippi  River 
and  points  on  the  east  bank  of  the  Missouri  River  are 
those  established  by  the  state  of  Iowa,  and  are  shown  in 
Chapter  I.  Rates  from  Central  Freight  Association  and 
Trunk  Line  territories  to  the  Mississippi  River  are  as  a 
proportional  proposition  (that  is,  on  traffic  destined  be- 
yond) and  are  applied  to  all  east  and  west  bank  points 
on  the  Mississippi  River  from  St.  Louis,  Mo.,  to  Dubuque, 
Iowa.  It  follows  that  in  some  cases  the  Iowa  scale  is  used 
in  certain  combinations  on  interstate  traffic.  Under  the 
local  tariff,  however,  the  rates  to  interior  Iowa  points 
from  the  several  river  crossings  vary  as  the  distance  in- 
creases ;  that  is  to  say,  the  same  rate  would  not  be  obtained 
from  Davenport,  Iowa,  to  Ottumwa,  Iowa,  as  would  be 
obtained  from  Burlington,  for  the  reason  that  the  dis- 
tance from  the  latter  point  is  considerably  less. 

51 


52 


FREIGHT  RATES— WESTERN  TERRITORY 


In  so  far  as  the  construction  of  through  rates  from  the 
Chicago,  Peoria,  and  St.  Louis  groups  are  concerned,  it 
may  be  stated  that  Table  21  shows  the  rates  between  sta- 
tions in  these  groups  and  certain  stations  in  Iowa  on  the 
Illinois  Central  Railroad  west  of  Dubuque  towards 
Omaha,  Neb. 

TABLE  21 

Through  Rates  Between  Points  in  Iowa  and  Stations  in 
Illinois  in  the  Chicago,  Peoria,  and  St.  Louis  Groups 


Between 


And 

Groups 


Rates  in  Cents  Per  100  Pounds 
Classes  l 


D 


E 


Julien,  la. 

Chicago 

43 

34 

26 

20 

16 

17 

14.5 

12 

10 

9 

Peoria 

43 

34 

26 

20.5 

16 

5 

17 

14.5 

12.5 

10. 

9 

St.  Louis 

48. 

5  39.5 

31.5 

24 

19 

19.5 

16 

14 

12 

10.5 

Peosta,  la. 

Chicago 

45 

36 

27 

20 

16 

18 

15 

12 

10 

9 

Peoria 

45 

36 

27 

20.5 

16 

5 

18 

15 

12.5 

10 

9 

St.  Louis 

49 

39% 

31.5 

24 

19 

19.5 

16 

14 

12 

10.5 

Epworth, 

Chicago 

45 

36 

27 

20 

16 

18 

15 

12 

10 

9 

la. 

Peoria 

45 

36 

27 

20.5 

16 

5 

18 

15 

12% 

10 

9 

St.  Louis 

49. 

5  39.5 

31.5 

24 

19 

19% 

16 

14 

12 

10.5 

Farley,  la. 

Chicago 

45 

36 

27 

20 

16 

18 

15 

12 

10 

9 

Peoria 

45 

36 

27 

20.5 

16. 

5 

18 

15 

12% 

10 

9 

St.  Louis 

50 

40 

31.5 

24 

19 

19.5 

16 

14 

12 

10.5 

Dyersville, 

Chicago 

48 

38 

29 

22 

17 

19 

16 

13 

11 

10 

la. 

Peoria 

48 

38 

29 

22 

17 

19 

16 

13 

11 

10 

St.  Louis 

52 

41.5 

31.5 

24 

19 

19% 

16% 

14 

12 

10% 

Earlville, 

Chicago 

50 

40 

30 

23 

18 

20 

16 

14 

11 

10 

la. 

Peoria 

50 

40 

30 

23 

18 

20 

16 

14 

11 

10 

St.  Louis 

54 

43  % 

32V2 

24 

19 

22 

17% 

15 

12% 

10.5 

Manchester, 
la. 


Masonville, 
la. 


Chicago 
Peoria 
St.  Louis 


Chicago 
Peoria 
St.  Louis 


52 


oo 


42 
42 

44% 


31 
31 
33 


23 
23 
24 


18 
18 
19 


21 

21 

22% 


17 
17 
18 


14 
14 
15 


54 
54 

58% 


43 
43 

47.5 


32 
32 

35.5 


24 
24 
25 


19 
19 
19 


22 
22 

24 


12 
12 
13 
~18       IK      IT 

i        :     12 

lb%   15.5   13 


10 
10 
1  *"  /2 

if 
11 

11.5 


Winthrop, 

Chicago 

54 

43 

32 

24 

19 

22 

18 

15 

12 

11 

la. 

Peoria 

54 

43 

32 

24 

19 

22 

18 

15 

12 

11 

St.  Louis 

58% 

47. 

5  35. 

5  25 

19 

24 

18. 

5  15.5   13 

11.5 

Independ- 

Chicago 

54 

43 

32 

24 

19 

22 

18 

15 

12 

11 

ence,  la. 

Peoria 

54 

43 

32 

24 

19 

22 

18 

15 

12 

11 

St.  Louis 

60.5 

50 

37 

25.5  21 

24.5 

20 

17 

14 

12% 

Waterloo, 

Chicago 

56 

45 

34 

25 

20 

22 

18 

15 

13 

11 

la. 

Peoria 

56 

45 

34 

25 

20 

22 

18 

15 

13 

11 

St.  Louis 

61 

50 

37 

26 

21 

24% 

20 

17 

14 

12V2 

TO  INTERIOR  IOWA  CITIES 


53 


i 

rABLE 

21- 

Continued 

Between 

AND 

Groups 

Rates 

>    IN 

Cents  Per 
Classes 

100  . 

1 

Pounds 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Cedar  Falls, 
la. 

Chicago 
Peoria 
St.  Louis 

57 
57 
61 

4ti 
40 
50  % 

34 
34 
37 

25 

25 
26 

20 
20 
21 

23 
25 

19 

19 

20 

10 
16 
17 

13 
13 
14 

11 
11 

12  % 

Aplington, 
la. 

Chicago 
Teoria 
St.  Louis 

59 
59 
61 

47 
47 
51 

35 
35 
37. 

5 

26 
26 
26 

21 
21 
21 

24 
24 
25 

19 
19 
20 

16 
16 
17 

13 

13 
14 

12 
12 
13 

Alden,  la. 

Chicago 
Peoria 
St.  Louis 

02 
62 
63. 

50 

50 

5  51.5 

37 
37 
39. 

5 

28 
28 
28 

22 
22 
22.5 

25 
25 
26. 

20 
20 
5  21. 

17 

17 

5  17.5 

14 
14 
15.5 

12 
12 
13 

Webster 
City,  la. 

Chicago 
Peoria 
St.  Louis 

64 
64 
68 

51 
51 
52.5 

38 
38 
40 

29 
29 
29 

22 
22 
22.5 

26 
26 
27. 

21 

21 

5  22 

18 
18 
18 

14 
14 
15% 

13 
13 

13% 

Tara,  la. 

Chicago 
Peoria 
St.  Louis 

68 
68 
70 

54 
54 
54 

41 
41 
41. 

5 

31 
31 
31 

24 
24 
24.5 

27 
27 
28 

22 
22 
23 

19 
19 
19% 

15 
15 
16 

14 
14 
14 

Sherwood, 
la. 

Chicago 
Peoria 
St.  Louis 

73 
73 

75. 

58 

58 

5  59 

44 
44 
44 

32 
32 
32 

26 
26 
26 

29 
29 
30 

24 
24 

25 

20 
20 
20.5 

16 
16 

17 

15 
15 
15.5 

Brogan,  la. 

Chicago 
Peoria 
St.  Louis 

78 
78 
79 

62 
62 
63.5 

45 
45 
45 

32 
32 
32 

27 
27 
27 

31 
31 
31. 

25 

25 

5  26 

22 
22 
22 

18 
18 
18.5 

16 
16 
16 

Dow  City, 
la. 

Chicago 
Peoria 
St.  Louis 

Missouri  River  rates  2 

1  Governed  by   the  Western  Classification. 

2  See  Chapter  II. 

The  Interstate  Commerce  Commission,  in  dealing  with 
these  rates,  stated  as  follows : 

The  principal  carriers  in  the  state  of  Iowa  have  their  own 
rails  to  Chicago  and  the  rates  here  dealt  with  are  therefore  for 
the  most  part  local  rates  of  individual  carriers.  But  all  the  rates 
are  specific  rates  and  are  not  made  by  a  combination  on  the 
river  as  is  the  case  with  the  rates  applicable  on  through  traffic 
from  points  east  of  the  Indiana-Illinois  state  line.1 

In  reviewing  the  adjustment  applied  on  traffic  from 
points  east  of  the  Illinois  state  line  the  Interstate  Com- 
merce Commission  stated : 

*     *     *     The  most  important  traffic  involved  on  the  record  in 
this  proceeding  is  to  and  from  the  east,  and  for  convenience  the 
1 28  I.  C.  C,  Rep.,  77. 


54         FREIGHT  RATES— WESTERN  TERRITORY 

above-entitled  complaints  are  referred  to  as  the  interior  Iowa 
case.     *     *     * 

The  reductions  that  we  have  required  in  the  preceding  case 
in  the  local  rates  to  the  upper  Mississippi  River  crossings,  will 
result  necessarily  in  reductions  in  the  through  freight  charges  of 
the  interior  towns;  such  a  readjustment  must  follow  in  order 
to  avoid  through  charges  in  excess  of  the  sum  of  the  intermediate 
rates  on  the  river.  Nevertheless  these  lower  rates  of  the  interior 
toAvns  will  not  satisfy  the  shippers  on  whose  behalf  the  com- 
plaints now  before  us  were  filed.  The  record  indicates  the  exist- 
ence of  a  substantial  contest  for  commercial  supremacy  between 
the  river  towns  and  points  in  the  interior,  and  under  the  present 
rate  adjustment  the  latter  are  at  something  of  a  disadvantage, 
which  will  be  increased  by  the  reductions  in  the  rates  to  the  river 
up- less  the  adjustment  is  relieved  by  material  reductions  herein  in 
the  rates  to  and  from  the  interior. 

The  interior  towns  have  no  joint  through  class  rates  to  and 
from  the  territory  east  of  the  Indiana-Illinois  state  line ;  on  such 
traffic  the  through  charges  are  based  on  the  lowest  available  com- 
bination of  intermediate  rates,  and  this  usually  makes  on  the 
Mississippi  River.  But  the  through  charges  are  made  up  and 
published  in  an  unusual  form  which  must  be  fully  understood 
in  order  to  arrive  at  intelligent  conclusions  with  respect  to  the 
various  questions  here  before  us.  With  that  end  in  view  it  may 
be  well  first  to  make  a  brief  reference  to  the  construction  and 
recent  history  of  the  rates  from  the  east  to  the  Missouri  River : 

As  we  have  seen,  the  upper  Mississippi  River  towns  take 
higher  rates  from  the  east  than  the  lower  crossings.  In  this 
respect  the  Missouri  River  towns  stand  on  a  different  basis.  All 
points  on  that  river,  from  Kansas  City  on  the  south  to  Omaha  and 
Sioux  City  on  the  north,  have  been  on  a  parity  of  rates  for  many 
years  with  respect  to  traffic  to  and  from  the  east.  Traffic  to  those 
points  may  be  said  to  be  competitive  in  the  sense  that  a  number 
of  the  carriers  serve  both  Kansas  City  and  Omaha ;  but  the  gen- 
eral conditions  are  such  as  to  require  us  to  regard  the  through 
charges  in  effect  at  this  time  to  the  Missouri  River  as  normal  and 
reasonable  through  rates,  unaffected  by  any  transportation  con- 
ditions tending  to  depress  their  general  level.  *  *  *  The 
Mississippi  River  from  St.  Louis  on  the  south  to  Dubuque  at  the 


TO  INTERIOR  IOWA  CITIES  55 

north,  a  distance  of  about  350  miles,  is  crossed  at  a  number  of 
different  points  known  as  the  upper  and  lower  river  crossings. 
While  the  northern  and  southern  routes  are  on  a  parity  at  the 
Missouri  River,  as  just  stated,  the  through  charges  are,  and  for 
many  years  have  been,  made  up  on  a  different  basis.  To  St. 
Louis  and  the  other  lower  crossings,  as  we  have  seen  in  the  pre- 
vious case,  class  rates  are  applied  from  New  York  City  on  an  88- 
eent  scale.  Besides  being  the  local  rates  to  St.  Louis  this  scale  of 
rates  applies  as  proportional  rates  on  through  traffic  to  the  Mis- 
souri River.  From  the  lower  crossings  to  all  points  on  the  Mis- 
souri River  there  is  a  local  60-cent  scale  of  class  rates,  which  was 
.  applied  also  to  through  movements  until,  in  Burnham-Hanna- 
Munger  Co.  v.  C,  R.  I.  &  P.  Ry.  Co.,  11  I.  C.  C,  299,  we  held  that 
the  through  charges  ought  to  be  somewhat  less  than  the  sum  of 
the  intermediate  rates  and  thereupon  required  the  carriers  to 
establish  between  the  rivers  proportional  rates  on  through  traffic 
on  a  scale  of  51  cents  per  100  pounds.  At  that  time  the  first-elas^ 
rate  to  East  St.  Louis  was  87  cents  and,  with  the  local  60-cent  rate, 
beyond,  the  through  charge  to  the  Missouri  River  was  $1.47 
Subsequently  St.  Louis  was  given  an  88-cent  scale  of  class  rates, 
which,  together  with  the  proportional  scale  of  51  cents,  required 
under  our  order  in.  the  case  cited,  made  a  through  charge  on 
first-class  traffic  over  the  lower  routes  of  $1.39  per  100  pounds. 
The  present  through  charges  to  Missouri  River  points  over  the 
lower  routes  are  on  a  scale  of  $1.43  as  hereinafter  explained. 

The  local  rates  to  the  northern  Mississippi  River  crossings  have 
been  and  now  are  fixed  on  a  97-cent  scale,  and  the  same  60-cent 
scale  of  local  rates  between  the  rivers  has  been  and  now  is  in  effect. 
In  order  therefore  that  the  northern  routes  might  be  on  a  parity 
with  the  southern  routes  on  through  traffic  to  the  Missouri  River, 
it  was  necessary  for  the  carriers  to  the  upper  crossings,  at  the 
time  the  case  last  cited  was  under  consideration,  to  shrink  their 
97-cent  local  scale  to  the  Mississippi  River  to  a  proportional  scale 
of  87  cents.2 

Ill  complying  with  this  suggestion  of  the  Commission, 
the  interested  carriers  rechecked  the  entire  state  of  Iowa 
on  a  mileage  basis  and  published  rates  based  on  short-line 

2  28  I.  C.  C.  Rep.,  65. 


56 


FREIGHT  RATES— WESTERN  TERRITORY 


distances  from  Mississippi  River  Crossings  to  destina- 
tion. A  representative  line  of  rates  to  points  in  Iowa  is 
shown  in  Table  22. 

TABLE  22 

Proportional    Class    Rates   from    East    Dubuque,    III.,    ox 

Traffic  Origixatixg  East  of  the  Ixdiaxa-Illixois  State 

Lixe  to  Poixts  ix  Iowa  ox  the  Illixois 

Cextral  Railroad 


From  East  Du- 
buque, III.,  To 

Kates 

ix  Cents  I'er 
Classes  i 

1U0  Pounds 

Miles    1 

2        3 

4 

5 

A 

B 

c 

D 

E 

Julien 

10 

16.8 

14.6  11.1 

8.4 

6.2 

6.3 

6.2 

5.4 

4.7 

4 

Peosta 

15 

17.6 

15.3  11.4 

8.8 

6.4 

6.6 

6.4 

5.7 

4.9 

4.1 

Epworth 

19 

18.4 

15.9  11.9 

9.2 

6.7 

6.8 

6.7 

5.9 

5.1 

4.2 

Farley 

23 

19 

16.5  12.3 

9.5 

6.9 

7 

6.9 

6.1 

5.2 

4.4 

D.versville 

29 

19.6 

17      12.7 

9.8 

7.2 

7.2 

7.2 

6.3 

5.4 

4.5 

Earlville 

37 

20.8  18      13.5 

10.4 

7.6 

7.6 

7.6 

6.6 

5.7 

4.8 

Delaware 

41 

21.4 

18.5  14 

10.7 

7.8 

7.8 

7.8 

6.8 

5.9 

4.9 

Manchester 

47 

22 

10      14.3 

11 

8 

8 

8 

7 

6 

5 

Masonville 

53 

22.4 

19.3  14.6 

11.2 

8.1 

8.2 

8.1 

7.1 

6.1 

5.1 

Winthrop 

Gl 

23.2 

20      15.1 

11.6 

8.4 

8.6 

S.4 

7.4 

6.3 

5.3 

Independence 

93 

23.6 

20.4  15.4 

11.8 

8.6 

8.8 

8.6 

7.5 

6.4 

5.3 

Waterloo 

69 

25.6 

22      16.7 

12.S 

9.3 

9.8 

9.2 

8.1 

6.9 

5.7 

Cedar  Falls 

9  » 

26 

22.4  17 

13 

9.4  10 

9.4 

8.2 

7 

5.8 

Arlington 

123 

30 

25.8  1S.8  14.6 

10.8  11.8  10.5 

9.2 

7.8 

6.6 

Alden 

140 

34 

27.3  20.5 

16.3 

12.3 

13.5 

11.7 

10.2 

8.7 

7.4 

Webster  City 

172 

3S 

29.7  22.3 

18 

13.7 

15.2 

12.S 

11.2 

9.5 

8.2 

Tara 

198 

42 

32.2  24 

10.6 

15.2 

16.9 

14 

12.1 

10.4 

9 

Sherwood 

222 

46.8 

.35.1  26.1 

21.5 

16.9  18.9 

15.4  13.3 

11.4 

9.9 

Brogan 

240 

50 

37.1  27.5 

22.S  18.1 

20.2 

irs.2 

14 

12 

10 

Dow  City 

275 

54.8  40.4  29.6 

24 

19.S 

22 

17.6  15 

12 

10 

Dunlap 

282 

55 

41      30.3 

24 

20 

22 

IS 

15 

12 

10 

Grable 

314 

55 

41      32 

24 

20 

22 

IS 

15 

12 

10 

1  Governed  bv  the  Western  Classification. 


It  may  be  seen  that  as  the  distance  from  Chicago,  Peo- 
ria, or  St.  Louis  increases,  the  rates  likewise  increase 
until  at  Dow  City,  Iowa,  the  Missouri  Eiver  rate  is 


TO  INTERIOR  IOWA  CITIES  57 

reached  and  this  is  held  as  a  maximum  to  all  stations  from 
there  west  to  Omaha. 

In  many  cases  at  points  served  by  two  or  more  carriers, 
one  or  more  of  the  carriers,  owing  to  their  circuitous 
routes,  may  forego  the  traffic  and  concede  it  to  the  direct 
line.  Taking  Cedar  Rapids,  Iowa,  as  an  example,  the 
short-line  distance  is  via  Muscatine,  Iowa,  and  the  Chi- 
cago, Eock  Island  &  Pacific  Railway,  and  is  59  miles, 
whereas  via  Clinton,  Iowa,  and  the  Chicago  &  North- 
western Railway  the  distance  is  83  miles.  Likewise,  to 
Carnforth,  Iowa,  the  distance  via  the  same  routes  and 
junctions  is  82  and  129  miles,  respectively.  Were  the 
Chicago  &  North- Western  Railway  to  meet  the  rates  of 
the  direct  line  (Chicago,  Rock  Island  &  Pacific  Railway) 
it  would  be  necessary  for  them  to  reduce  such  points  via 
their  route  between  Clinton,  Iowa,  and  Des  Moines,  Iowa, 
or  Carnforth,  to  the  basis  in  effect  via  the  short  line.  As 
quite  a  number  of  stations  are  involved,  they  prefer  to 
concede  the  traffic  for  such  short-line  points  to  the  direct 
lines  in  order  that  the  basis  to  the  points  on  their  lines 
may  be  held  up  to  the  normal  basis. 

In  establishing  rates  from  Central  Freight  Association 
and  Trunk  Line  territories  to  stations  in  Iowa,  the 
through  rates  are  made  on  combinations  on  the  Missis- 
sippi River,  using  the  local  rates  up  to  the  river  and  add- 
ing to  that  amount  the  proportional  rate  shown.  Usually 
all  tariffs  which  name  rates  to  the  Mississippi  River  have 
a  clause  in  them  reading  to  the  effect  that  the  rates  pub- 
lished to  St.  Louis  are  applied  to  all  Mississippi  River 
Crossings  on  traffic  destined  to  points  beyond. 


58         FREI.CHT  RATES— WESTERN  TERRITORY 

2.  Commodity  Rates 

(a)  Points  of  Origin 

In  the  construction  of  commodity  rates  between  interior 
points  in  Iowa  and  adjoining  states  in  "Western  Trunk 
Line  Territory,  the  adjoining  territory  is  divided  into 
twelve  groups:  Group  A  (Chicago),  Group  B  (Peoria), 
Group  C  (Springfield),  Group  D  (Litchfield),  Group  E 
(Danville),  Group  F  (St.  Louis),  Group  G  (Beardstown), 
Group  H  (Galesburg),  Group  I  (Fulton),  Group  J  (Prai- 
rie du  Chien),  Group  K  (East  Mississippi  River  Propor- 
tional Group),  and  Group  L  (Champaign). 

Group  A  (Chicago). — Beginning  at  Chicago,  111.,  and 
thence  north  via  the  west  bank  of  Lake  Michigan  to  and 
including  Sturgeon  Bay,  "Wis.;  thence  south  to  a  point 
just  north  of  Green  Bay,  Wris. ;  thence  northwest  via  an 
imaginary  line  north  of  Shawno  and  Antigo,  "Wis.,  to  a 
point  just  north  of  Merrill,  Wis. ;  thence  west  of  the  Chi- 
cago, Milwaukee  &  St.  Paul  Eailway  to  Wausau,  Wis.; 
thence  north  of  the  Chicago  &  North-"We stern  Eailway  to 
Mann,  "Wis. ;  thence  north  of  the  Chicago,  St.  Paul,  Minne- 
apolis &  Omaha  Eailway  (including  Eomadka,  Wis.,  on 
the  Chicago,  Milwaukee  &  St.  Paul  Eailway)  to  but  not 
including  Granton,  Wis. ;  thence  southwest  via  an  imag- 
inary line  to  a  point  just  north  of  Hatfield,  Wis.,  on  the 
Green  Bay  &  Western  Railroad;  thence  north  of  the 
Green  Bay  &  "Western  Railroad  to  but  not  including 
Marshland,  Wis.;  thence  east  of  the  Chicago  &  North- 
Western  Eailway  to  but  not  including  La  Crosse,  Wis. ; 
thence  east  of  the  Chicago,  Burlington  &  Quincy  Railroad 
to  but  not  including  Thompson,  111.;  thence  east  of  the 
Chicago,  Milwaukee  &  St.  Paul  Railway  to  but  not  includ- 


TO  INTERIOR  IOWA  CITIES  59 

ing  Fulton,  111.;  thence  north  of  the  Chicago  &  North- 
western Railway  to  a  point  just  north  of  Nelson,  111.; 
thence  eastwardly  crossing  the  Chicago  &  North- Western 
Railway  north  of  Nelson,  111.,  and  the  Illinois  Central  Rail- 
road north  of  Amboy,  111. ;  thence  east  of  the  Illinois  Cen- 
tral Railroad  to  but  not  including  Wenona,  111.;  thence 
east  of  the  Atchison,  Topeka  &  Santa  Fe  Railway  to  but 
not  including  Ancona,  111. ;  thence  south  of  the  Atchison, 
Topeka  &  Santa  Fe  Railway  to  but  not  including  Minonk, 
111. ;  thence  east  of  the  Illinois  Central  Railroad  to  but  not 
including  Decatur,  111. ;  thence  east  and  north  of  the  Wa- 
bash Railroad  to  Bement,  111. ;  thence  on  and  west  of  the 
Wabash  Railroad  to  Gibson,  111. ;  thence  on  and  west  of 
the  Illinois  Central  Railroad  to  Kankakee,  111. ;  thence  on 
and  north  of  the  Chicago,  Indiana  &  Southern  Railroad 
to  the  Illinois-Indiana  State  Line ;  and  thence  north  to  the 
point  of  beginning,  including  Chicago  suburban  points  in 
Indiana. 

Group  B  (Peoria). — Beginning  at  the  western  boundary 
line  of  Group  A  at  a  point  northeast  of  Morrison,  III; 
thence  south  via  an  imaginary  line  east  of  Morrison,  111., 
to  a  point  just  east  of  Denrock,  111. ;  thence  south  of  the 
Chicago,  Burlington  &  Quincy  Railroad  to  but  not  includ- 
ing Barstow,  111. ;  thence  east  of  the  line  of  the  Chicago, 
Burlington  &  Quincy  Railroad  through  Colona,  Orion, 
Alpha,  and  Galesburg,  111.,  to  but  not  including  Bushnell, 
111. ;  thence  south  of  the  Toledo,  Peoria  &  Western  Rail- 
way to  Hollis,  111.;  thence  south  of  the  Peoria  Railway 
Terminal  Company  to  and  including  Pekin,  111.;  thence 
east  of  the  Peoria  &  Pekin  Union  Railway  to  and  including 
Peoria,  111. ;  and  thence  north  via  the  Illinois  River  to  the 
western  boundary  line  of  Group  A,  including  Oglesby,  111. 

Group  C  (Springfield). — Beginning  at  the  southwestern 


60         FREIGHT  RATES— WESTERN  TERRITORY 

corner  of  Group  A  at  a  point  just  south  of  Danville,  111. ; 
thence  south  of  the  Wabash  Railroad  to  but  not  including 
Chapin,  111. ;  and  thence  east  of  the  Chicago,  Burlington 
&  Quincy  Railroad  to  the  southern  boundary  of  Group  B. 

Group  D  (Litchfield). — Beginning  at  the  southeastern 
corner  of  Group  C  at  a  point  just  southeast  of  Decatur, 
111.;  thence  east  of  the  Illinois  Central  Railroad  through 
Pana,  111. ;  thence  south  of  the  Cleveland,  Cincinnati,  Chi- 
cago &  St.  Louis  Railway  to  Litchfield,  111. ;  thence  east 
and  south  of  the  Illinois  Central  Railroad  to  but  not  in- 
cluding Glenn  Carbon,  111. ;  thence  east  of  the  Louisville 
&  Nashville  Railroad  to  but  not  including  Edwardsville, 
111. ;  thence  north  of  the  Illinois  Terminal  Railroad  to  but 
not  including  Alton,  111. ;  and  thence  east  of  the  Chicago, 
Burlington  &  Quincy  Railroad  to  the  southern  boundary 
line  of  Group  C. 

Group  E  (Danville). — Territory  south  and  east  of 
Groups  A,  E,  D,  and  L,  and  on,  north,  and  west  of  the  fol- 
lowing line :  Vandalia  Railroad  from  a  point  just  east  of 
East  St.  Louis,  111.,  to  Effingham,  111. ;  thence  via  the  Illi- 
nois Central  Railroad  to  Neoga,  111. ;  thence  via  the  Toledo, 
St.  Louis  &  Western  Railroad  to  Humrick,  111.;  thence 
via  the  Chicago,  Indiana  &  Southern  Railroad  to  Danville, 
111. ;  thence  via  the  Chicago,  Indiana  &  Southern  Railroad 
to  and  including  Lake  Village,  Ind. ;  and  thence  west  to 
the  Illinois-Indiana  State  Line. 

Group  F  (St.  Louis). — Beginning  at  the  southwestern 
corner  of  Group  D  at  a  point  southeast  of  Glenn  Carbon, 
111.;  thence  south  of  the  Illinois  Central  Railroad  and 
Louisville  &  Nashville  Railroad  to  and  including  East 
St.  Louis,  111.,  and  St.  Louis,  Mo. ;  thence  on  and  east  of  the 
Chicago,  Burlington  &  Quincy  Railroad  to  but  not  includ- 


TO  INTERIOR  IOWA  CITIES  61 

ing  Hannibal,  Mo. ;  and  thence  south  of  the  Wabash  Rail- 
road to  the  western  boundary  line  of  Group  D. 

Group  G  (Beardstown). — Territory  west  of  Group  C 
and  south  of  the  line  of  the  Chicago,  Burlington  &  Quincy 
Railroad  from  Bushnell,  111.,  to  Quincy,  111.;  and  thence 
east  of  the  line  of  the  Chicago,  Burlington  &  Quincy  Rail- 
road through  Fall  Creek,  111.,  to  but  not  including  Han- 
nibal, Mo. 

Group  H  (Galesburg). — Territory  west  of  Group  B, 
north  of  Group  G,  and  on  and  east  of  the  Chicago,  Burling- 
ton &  Quincy  Railroad  from  Hannibal,  Mo.,  to  Burlington, 
Iowa  (including  West  Burlington,  Iowa) ;  thence  on  and 
east  of  the  Chicago,  Rock  Island  &  Pacific  Railway  to  and 
including  Morning  Sun,  Iowa ;  thence  on  and  south  of  the 
Iowa  Central  Railway  to  and  including  Cameron,  111. ;  and 
thence  on  and  south  of  the  Atchison,  Topeka  &  Santa 
Fe  Railway  to  and  including  Galesburg,  111. 

Group  I  (Fulton). — Territory  west  of  Groups  A  and  B, 
north  of  Group  H,  and  on  and  east  of  the  Mississippi 
River,  including  west  bank  Mississippi  River  points  from 
Wapello,  Iowa,  to  Dubuque,  Iowa,  inclusive. 

Group  J  (Prairie  du  Chien). — Points  on  both  banks  of 
the  Mississippi  River  north  of  Dubuque,  Iowa,  to  and  in- 
cluding Victory,  Wis.,  and  New  Albin,  Iowa. 

Group  K  (East  Mississippi  River  Proportional). — East 
bank  Mississippi  River  points  (East  St.  Louis,  111.,  to  East 
Dubuque,  111.,  inclusive)  on  traffic  originating  at  or  des- 
tined to  points  east  of  the  Indiana-Illinois  State  Line. 

Group  L  (Champaign). — Territory  east  of  Group  A, 
and  on  and  north  of  the  Wabash  Railroad,  from  a  point 
just  east  of  Bement,  111.,  to  and  including  Sidney,  111.; 
thence  on  and  west  of  the  Wabash  Railroad  to  and  includ- 
ing Champaign,  111. ;  and  thence  on  and  west  of  the  Illinois 
Central  Railroad  to  but  not  including  Gilman,  111. 


62         FREIGHT  RATES— WESTERN  TERRITORY 

( b)  Points  of  Destination 

The  state  of  Iowa  is  divided  into  twenty-seven  groups 
designated  as  follows :  (1)  Manchester  Group,  (2)  Cedar 
Rapids  Group,  (3)  Iowa  City  Group,  (4)  Oskaloosa 
Group,  (5)  Ottumwa  Group,  (6)  Cedar  Falls  Group,  (7) 
Eeinbeck  Group,  (8)  Marshalltown  Group,  (9)  Monte- 
zuma Group,  (10)  Waverly  Group,  (11)  Mason  City 
Group,  (12)  Ackley  Group,  (13)  Iowa  Falls  Group,  (14) 
Boone  Group,  (15)  Ft.  Dodge  Group,  (16)  Cambridge 
Group,  (17)  Des  Moines  Group,  (18)  Albert  Lea  Group, 
(19)  Faribault  Group,  (20)  Mankato  Group,  (21)  Mexico 
Group,  (22)  Chillicothe  Group,  (23)  Shenandoah  Group, 
(24)  Manning  Group,  (25)  Lake  City  Group,  (26)  Sioux 
City  or  Sheldon  Group,  and  (27)  Sioux  Falls  or  Hawarden 
Group.  The  class  rates  to  these  groups  from  Chicago  are 
reproduced  in  Table  20,  and  the  proportional  rates  apply- 
ing from  the  Mississippi  River  are  reproduced  in  Table 
21. 

Group  1  (Manchester). — Territory  west  of  the  west 
bank  of  the  Mississippi  River,  and  on  and  south  of  the 
Chicago  Great  Western  Railroad,  from  a  point  just  west 
of  Dubuque,  Iowa,  to  Oneida  Junction,  Iowa;  thence  on 
and  east  of  the  Manchester  &  Oneida  Railway  to  and  in- 
cluding Manchester,  Iowa ;  thence  on  and  east  of  the  Illi- 
nois Central  Railroad  to  but  not  including  Cedar  Rapids, 
Iowa ;  and  thence  north  of  the  Chicago,  Milwaukee  &  St. 
Paul  Railway  to  but  not  including  Green  Island,  Iowa,  on 
the  Mississippi  River. 

Group  2  (Cedar  Rapids). — Territory  south  of  Group 
J,  west  of  the  west  bank  of  the  Mississippi  River,  and 
Siorth  of  the  main  line  of  the  Chicago,  Rock  Island  &  Pa- 
cific Railway,  from  Davenport,  Iowa,  to  a  point  just  north 


TO  INTERIOR  IOWA  CITIES  63 

of  Oxford,  Iowa ;  thence  north  via  an  imaginary  line  to  a 
point  just  west  of  Fairfax,  Iowa ;  and  thence  on  and  east 
of  the  Chicago,  Milwaukee  &  St.  Paul  Railway  to  and 
including  Cedar  Rapids,  Iowa. 

Group  3  (Iowa  City). — Territory  south  of  Group  2,  west 
of  the  west  bank  of  the  Mississippi  River,  and  on  and 
north  of  the  Chicago,  Rock  Island  &  Pacific  Railway,  from 
Muscatine,  Iowa,  to  Iowa  Junction,  Iowa ;  and  thence  on 
and  east  of  the  Chicago,  Rock  Island  &  Pacific  Railway 
to  and  including  Iowa  City,  Iowa. 

Group  4  (Oshaloosa). — Beginning  at  the  southwestern 
corner  of  Group  3  at  a  point  just  south  of  Iowa  Junction, 
Iowa ;  thence  south  of  the  Chicago,  Rock  Island  &  Pacific 
Railway  to  but  not  including  Thornburg,  Iowa;  thence 
east  of  the  Chicago,  Rock  Island  &  Pacific  Railway  to  but 
not  including  What  Cheer,  Iowa ;  thence  west  of  an  imag- 
inary line  crossing  the  Iowa  Central  Railway  south  of 
Lacy,  Iowa ;  thence  west  of  the  Iowa  Central  Railway  to 
and  including  Oskaloosa,  Iowa ;  thence  south  of  the  line 
of  the  Chicago,  Burlington  &  Quincy  Railroad  through 
Stark  and  Hedrick,  Iowa,  to  Brighton,  Iowa ;  thence  south 
of  the  Iowa  Central  Railway  to  Windfield,  Iowa ;  thence 
south  of  the  Chicago,  Burlington  &  Quincy  Railroad  to 
but  not  including  Mediapolis,  Iowa ;  and  thence  west  of  the 
lines  of  the  Chicago,  Rock  Island  &  Pacific  Railway 
through  Morning  Sun,  Wapello,  Columbus  Junction,  and 
Lotts,  Iowa,  to  the  southern  boundary  of  Group  3. 

Group  5  (Ottumwa). — Territory  west  of  the  west  bank 
of  the  Mississippi  River,  south  of  Group  4,  and  on  and 
north  of  the  Wabash  Railroad,  from  a  point  just  west  of 
Hannibal,  Mo.,  to  and  including  Moberly,  Mo.;  thence 
on  and  east  of  the  lines  of  the  Wabash  Railroad  through 
Macon,  Moulton,  and  Bloomfield,  Mo.,  to  and  including 


64         FREIGHT  RATES— WESTERN  TERRITORY 

Ottumwa,  Iowa ;  and  thence  northwest  via  an  imaginary 
line  to  the  southern  boundary  line  of  Group  4  at  a  point 
just  south  of  Cedar,  Iowa. 

Group  6  (Cedar  Falls). — Beginning  at  the  northwest 
corner  of  Group  1  at  a  point  just  northwest  of  Oneida 
Junction,  Iowa ;  thence  on  and  south  of  the  Chicago  Great 
Western  Eailroad  through  Oelwein,  Iowa,  to  and  includ- 
ing Waterloo,  Iowa;  thence  on  and  south  of  the  Illinois 
Central  Railroad  to  and  including  Cedar  Falls,  Iowa; 
thence  on  and  east  of  the  Chicago  Great  Western  Railroad 
to  and  including  Wilson  Junction,  Iowa;  and  thence  on 
and  east  of  the  Chicago,  Rock  Island  &  Pacific  Railway  to 
but  not  including  Cedar  Rapids. 

Group  7  (Reinbeck). — Beginning  at  the  western  bound- 
ary line  of  Group  6  at  a  point  just  northwest  of  Vinton, 
Iowa;  thence  on  and  south  of  the  Chicago,  Rock  Island  & 
Pacific  Railway  to  and  including  Reinbeck,  Iowa ;  thence 
on  and  east  of  the  Chicago  Great  Western  Railroad  to  and 
including  Gladbrook,  Iowa ;  thence  on  and  east  of  the  Chi- 
cago &  North- Western  Railway  to  but  not  including  Tama, 
Iowa ;  and  thence  north  of  the  Chicago,  Milwaukee  &  St. 
Paul  Railway  to  but  not  including  Cedar  Rapids,  Iowa. 

Group  8  (Marshalltown). — Territory  south  of  Group  7, 
and  on  and  east  of  the  line  of  the  Chicago  Great  Western 
Railroad,  from  a  point  just  west  of  Gladbrook,  Iowa,  to 
and  including  Marshalltown,  Iowa ;  thence  on  and  east  of 
the  Iowa  Central  Railway  to  but  not  including  Grinnell, 
Iowa;  and  thence  north  of  the  Chicago,  Rock  Island  & 
Pacific  Railway  to  the  southwestern  corner  of  Group  2. 

Group  9  (Montezuma). — Territory  south  of  Group  8, 
west  of  Group  3,  north  of  Group  4,  and  on  and  east  of  the 
Iowa  Central  Railway,  from  Grinnell  to  Lacy,  Iowa,  both 
included. 


TO  INTERIOR  IOWA  CITIES  65 

Group  10  (Waverly). — Territory  north  of  Groups  1 
and  6,  west  of  the  west  bank  of  the  Mississippi  River,  and 
on  and  south  of  the  Chicago,  Milwaukee  &  St.  Paul  Rail- 
way to  Castalia,  Iowa ;  thence  on  and  west  of  the  Chicago, 
Rock  Island  &  Pacific  Railway  to  and  including  Decorah, 
Iowa;  thence  on  and  south  of  the  Chicago,  Milwaukee  & 
St.  Paul  Railway  through  Conover,  Calmar,  New  Hamp- 
ton, and  Charles  City,  Iowa,  to  and  including  Portland, 
Iowa ;  and  thence  on  and  east  of  the  Chicago,  Rock  Island 
&  Pacific  Railway  to  but  not  including  Cedar  Falls,  Iowa. 

Group  11  (Mason  City). — Beginning  at  the  northern 
boundary  of  Group  10  at  a  point  just  west  of  Nora  Springs 
Junction,  Iowa ;  thence  south  of  the  Chicago,  Rock  Island 
&  Pacific  Railway  to  but  not  including  Manly,  Iowa; 
thence  on  and  east  of  the  Iowa  Central  Railway  through 
Mason  City  and  Hampton,  Iowa,  to  but  not  including  Ack- 
ley,  Iowa ;  and  thence  north  of  the  Illinois  Central  Rail- 
road to  but  not  including  Cedar  Falls,  Iowa. 

Group  12  (Ackley). — Territory  south  of  Group  11,  west 
of  Group  6,  and  on  and  east  of  the  Iowa  Central  Railway, 
from  Ackley,  Iowa,  to  but  not  including  Marshalltown, 
Iowa;  and  thence  north  and  west  of  the  Chicago  Great 
Western  Railroad  to  the  western  boundary  line  of 
Group  7. 

Group  13  (Iowa  Falls). — Territory  west  of  Group  12, 
and  on  and  south  of  the  Illinois  Central  Railroad,  from  a 
point  just  west  of  Ackley,  Iowa,  to  and  including  Iowa 
Falls,  Iowa;  thence  on  and  east  of  the  St.  Paul  &  Des 
Moines  Railroad  (including  Radcliffe  and  Ellsworth, 
Iowa,  on  the  Chicago  &  North- Western  Railway  and 
Roland,  Iowa,  on  the  Iowa  Central  Railway)  to  but  not 
including  Nevada,  Iowa ;  and  thence  north  of  the  Chicago 


66         FREIGHT  RATES— WESTERN  TERRITORY 

&  North- Western  Railway  to  but  not  including  Marshall- 
town,  Iowa. 

Group  14  (Boone). — Beginning  at  a  point  northwest 
of  Ames,  Iowa,  and  thence  on  and  south  of  the  Chi- 
cago &  North-Western  Railway  to  and  including  Grand 
Junction,  IoAva ;  thence  on  and  east  of  the  Minneapolis  & 
St.  Louis  Railroad  to  but  not  including  Des  Moines,  Iowa ; 
thence  west  of  the  Chicago,  Milwaukee  &  St.  Paul  Rail- 
way to  but  not  including  Madrid,  Iowa ;  thence  north  of 
the  Chicago,  Milwaukee  &  St.  Paul  Railway  to  but  not 
including  Slater,  Iowa ;  and  thence  west  of  the  Chicago  & 
North- Western  Railway  to  the  point  of  beginning. 

Group  15  (Fort  Dodge). — Beginning  at  the  northwest- 
ern corner  of  Group  11  at  a  point  just  west  of  Manly, 
Iowa;  thence  west  of  the  Iowa  Central  Railway  to  but  not 
including  Albert  Lea,  Minn. ;  thence  on  and  east  of  the 
Minneapolis  &  St.  Louis  Railroad  to  and  including  Fort 
Dodge,  Iowa ;  thence  on  and  south  of  the  Illinois  Central 
Railroad  to  and  including  Tara,  Iowa ;  thence  on  and  east 
of  the  Minneapolis  &  St.  Louis  Railroad  to  but  not  includ- 
ing Grand  Junction,  Iowa ;  and  thence  north  of  the  Chi- 
cago &  North- Western  Railway  to  but  not  including  Ne- 
vada, Iowa. 

Group  16  (Cambridge). — Territory  west  of  Groups  8 
and  9,  south  of  Groups  13  and  15,  east  of  Group  14,  and 
north  of  the  line  of  the  Chicago,  Rock  Island  &  Pacific 
Railway,  from  a  point  just  west  of  Oskaloosa,  Iowa, 
through  Pella,  Monroe,  and  Altoona,  Iowa,  to  but  not  in- 
cluding Des  Moines,  Iowa. 

Group  17  (Des  Moines). — Territory  south  of  Group  16, 
west  of  Groups  4  and  5,  and  on  and  east  of  the  Chicago, 
Burlington  &  Quincy  Railroad,  from  a  point  just  west  of 
Glenwood  Junction,  Mo.,  to  and  including  Centerville, 


TO  INTERIOR  IOWA  CITIES  67 

Iowa;  thence  on  and  east  of  the  Iowa  Central  Railway  to 
and  including  Albia,  Iowa;  thence  on,  north,  and  east 
of  the  Chicago,  Burlington  &  Quincy  Railroad  to  and  in- 
cluding Indianola,  Iowa;  and  thence  on  and  east  of  the 
Chicago,  Rock  Island  &  Pacific  Railway  through  Summer- 
set Junction  and  Carlisle,  Iowa,  to  and  including  Des 
Moines,  Iowa. 

Group  18  (Albert  Lea). — Territory  north  of  Group  10, 
east  of  Group  15,  and  on,  south,  and  west  of  the  Chicago, 
Milwaukee  &  St.  Paul  Railway,  from  a  point  just  west  of 
Conover,  Iowa,  to  and  including  Taopi,  Minn.;  thence 
west  of  the  Chicago  Great  Western  Railroad  to  but  not 
including  Hayfield,  Minn. ;  thence  on  and  east  of  the  Chi- 
cago Great  Western  Railroad  to  and  including  Austin, 
Minn. ;  and  thence  on  and  south  of  the  Chicago,  Milwaukee 
&  St.  Paul  Railway  to  and  including  Albert  Lea,  Minn. 

Group  19  (Faribault). — Territory  north  of  Groups  10 
and  18,  west  of  the  west  bank  of  the  Mississippi  River,  and 
on  and  east  of  the  Minneapolis  &  St.  Louis  Railroad,  from 
a  point  just  west  of  Albert  Lea,  Minn.,  to  but  not  including 
Hopkins,  Minn. 

Group  20  (Mankato). — Territory  west  of  Group  19,  and 
on,  north,  and  east  of  the  following  line :  Chicago,  Milwau- 
kee &  St.  Paul  Railway,  from  a  point  just  west  of  Albert 
Lea,  Minn.,  through  Mapleton,  Minn.,  to  and  including 
Mankato,  Minn. ;  and  thence  via  the  Chicago,  Milwaukee 
&  St.  Paul  Railway  to  but  not  including  Jordan,  Minn. 

Group  21  (Mexico). — Territory  south  of  Group  5,  west 
of  the  west  bank  of  the  Mississippi  River,  and  on  and 
north  of  the  Wabash  Railroad,  from  a  point  just  west  of 
St.  Louis,  Mo.,  through  Mexico  and  Centralia  (including 
Columbia  branch)  to  but  not  including  Moberly,  Mo. 

Group  22  (Chillicothe). — Territory  west  of  Groups  5, 


68         FREIGHT  RATES— WESTERN  TERRITORY 

17,  and  21,  and  on  and  north  of  the  St.  Louis,  Kansas  City 
&  Colorado  Railroad,  from  a  point  just  east  of  Kansas 
City,  Mo.,  to  but  not  including  St.  Louis,  Mo.,  (including 
the  Bagnell  and  "Warsaw  branches  of  the  Missouri  Pacific 
Railway)  and  east  of  the  Missouri  River  from  Kansas 
City  to  St.  Joseph,  Mo. ;  thence  on  and  east  of  the  Chicago, 
Burlington  &  Quincy  Railroad  through  Maryville,  Mo., 
and  Cretin,  Iowa,  to  and  including  Alf  ton  Junction,  Iowa ; 
and  thence  on  and  east  of  the  Chicago  Great  Western  Rail- 
road to  but  not  including  Des  Moines,  Iowa. 

Group  23  (Shenandoah). — Territory  east  of  the  Mis- 
souri River,  north  and  west  of  Group  22,  and  on  and  south 
of  the  Chicago,  Rock  Island  &  Pacific  Railway,  from  a 
point  just  east  of  Council  Bluffs,  Iowa,  to  but  not  includ- 
ing Des  Moines,  Iowa. 

Group  24  (Manning). — Territory  north  of  Group  23, 
west  of  Group  14,  and  on,  south,  and  east  of  the  following 
line :  Chicago  &  North-Western  Railway,  from  a  point  just 
west  of  Grand  Junction,  Iowa,  to  but  not  including  Coun- 
cil Bluffs,  Iowa. 

Group  25  (Lake  City). — Territory  north  of  Group  24, 
west  of  Group  15,  and  on,  south,  and  east  of  the  Illinois 
Central  Railroad,  from  a  point  just  west  of  Tara,  Iowa, 
to  but  not  including  Denison,  Iowa. 

Group  26  (Sioux  City  or  Sheldon). — Territory  north  of 
Groups  24  and  25,  west  of  Group  15,  and  on  and  south  of 
the  line  of  the  Chicago,  Rock  Island  &  Pacific  Railway, 
from  a  point  just  west  of  Forrest  City,  Iowa,  through 
Estherville  and  Spirit  Lake,  Iowa,  to  and  including 
Worthington,  Minn. ;  thence  on,  south,  and  east  of  the  Chi- 
cago, St.  Paul,  Minneapolis  &  Omaha  Railway  through 
Luverne,  Minn.,  to  and  including  Rock  Rapids,  Iowa; 
thence  on  and  south  of  the  Chicago,  Rock  Island  &  Pacific 


TO  INTERIOR  IOWA  CITIES  69 

Railway  to  and  including  Lester,  Iowa ;  thence  on  and  east 
of  the  Great  Northern  Railway  to  and  including  Sioux 
City,  Iowa ;  and  thence  on  and  east  of  the  Chicago  &  North- 
western Railway  to  but  not  including  California  Junc- 
tion, Iowa. 

Group  27  (Sioux  Falls  or  Haivarden). — Territory  west 
of  Group  26,  and  on,  north,  and  east  of  the  line  of  the  Chi- 
cago, Milwaukee  &  St.  Paul  Railway,  from  a  point  just 
west  of  Sioux  City,  Iowa,  through  Elk  Point,  S.  D., 
Hawarden,  Iowa,  Canton  and  Tea,  S.  D.,  to  and  including 
Sioux  Falls  and  South  Sioux  Falls,  S.  D. ;  thence  on  and 
east  of  the  Great  Northern  Railway  to  and  including  Gar- 
retson,  S.  D. ;  and  thence  eastwardly  crossing  via  an 
imaginary  line  to  the  northwestern  corner  of  Group  26 
at  a  point  just  north  of  Luverne,  Minn. 


CHAPTER  VI 

INTERSTATE    RATES    TO    INTERIOR   IOWA    CITIES 

(Continued) 

1.     Bases  for  Rates  from  or  to  Chicago,  Peoria,  anb 

St.  Louis  Groups 

The  following  sets  forth  the  basis  used  in  the  construc- 
tion of  commodity  rates  between  Chicago,  Peoria,  and 
St.  Louis  groups  on  the  one  hand  and  the  groups  in  Iowa 
on  the  other. 

Manchester 

Rates  between  Group  1  (Manchester)  and  Groups  A 
(Chicago),  B  (Peoria),  and  F  (St.  Louis)  are  made  the 
same  as  Chicago-Cedar  Rapids  rates. 

Cedar  Rapids 

Rates  between  Group  2  (Cedar  Rapids)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-St.  Paul  or  Chi- 
cago-Missouri River  rates,  whichever  are  lower,  observ- 
ing Chicago-Des  Moines,  Chicago-Marshalltown,  or  Chi- 
cago-Ottumwa  rates  as  maximum  rates. 

Rates  between  Group  2  (Cedar  Rapids)  and  Group  B 
(Peoria)  are  made  the  following  differentials  below  Chi- 
cago rates : 

Classes 1     23     4      5       A      B      C      D      E 

Differentials  (in  cents) 10  10  5  2y2  2y2  3%  3%  2y2  2y2  2# 

70 


TO  INTERIOR  IOWA  CITIES  71 

Rates  between  Group  2  (Cedar  Rapids)  and  Group  F 
(St.  Louis)  are  made  the  same  as  Chicago-Cedar  Rapids 
rates. 

Iowa  City 

Rates  between  Group  3  (Iowa  City)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Cedar  Rapids  rates. 

Rates  between  Group  3  (Iowa  City)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-Cedar  Rapids 
rates. 

Rates  between  Group  3  (Iowa  City)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-Cedar  Rapids 
rates. 

Oskaloosa 

Rates  between  Group  4  (Oskaloosa)  and  Group  A  (Chi- 
cago) are  made  the  same  as  St.  Louis-St.  Paul  rates,  ob- 
serving the  Chicago-Des  Moines  rates  as  maximum  rates. 

Rates  between  Group  4  (Oskaloosa)  and  Group  B 
(Peoria)  are  made  the  following  differentials  below 
Chicago : 

Classes    1    23    4      5     A     B     C     D     E 

Differentials    (in    cents) 10  10  5  2y2  2y2  3%  3%  2y2  2y2  2% 

Rates  between  Group  4  (Oskaloosa)  and  Group  F  (St, 
Louis)  are  made  the  same  as  Chicago-Oskaloosa  rates, 
subject  to  St.  Louis-Des  Moines  rates,  but  not  less  than 
Peoria-Oskaloosa  rates  as  maximum  rates. 

Ottumwa 

Rates  between  Group  5  (Ottumwa)  and  Group  A  (Chi- 
cago) are  made  the  following  differentials  above  St.  Louis- 
Ottumwa  rates : 


72         FREIGHT  RATES— WESTERN  TERRITORY 

Classes     1    2    3    4    5    AB     C     D     E 

Differentials    (in  cents) S    853344    2%    2    iy2 

These  rates  are  subject  to  Chicago-Omaha  or  Chicago- 
Kansas  rates  as  maximum  rates. 

Rates  between  Group  5  (Ottumwa)  and  Group  B  (Pe- 
oria) are  made  the  following  differentials  less  than  the 
Chicago  rates : 

Classes    1    23    4      5     A     B     C     D     E 

Differentials    (in    cents) 10  10  5  2y2  2y2  3%  3%  2y2  2y2  2y2 

Rates  between  Group  5  (Ottumwa)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-St.  Paul  or  St. 
Louis-Omaha  rates,  whichever  are  lower,  subject  to  the 
Chicago-Cedar  Rapids  rates  as  maximum  rates. 

On  traffic  destined  to  or  originating  at  points  east  of 
the  Indiana-Illinois  State  Line,  St.  Louis-Kansas  rates 
apply  as  maximum  rates. 

Cedar  Falls 

Rates  between  Group  6  (Cedar  Falls)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-St.  Paul  or  Chi- 
cago-Missouri River  rates,  whichever  are  lower. 

Rates  between  Group  6  (Cedar  Falls)  and  Group  B 
(Peoria)  are  made  the  same  as  Chicago-St.  Paul  or  Chi- 
cago-Missouri River  rates,  whichever  are  lower. 

Both  Chicago-Cedar  Falls  and  Peoria-Cedar  Falls  rates 
are  subject  to  the  Chicago-Marshalltown  rates  as  maxi- 
mum rates. 

Rates  between  Group  6  (Cedar  Falls)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates,  sub- 
ject to  the  St.  Louis-Ft.  Dodge  rates  as  maximum  rates. 


TO  INTERIOR  IOWA  CITIES  73 

Reinbeck 

Rates  between  Group  7  (Reinbeck)  and  Group  A  (Chi- 
cago) are  made  the  same  as  St.  Louis-St.  Paul  rates,  sub- 
ject to  the  Chicago-Mar shalltown  rates  as  maximum  rates. 

Rates  between  Group  7  (Reinbeck)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Chicago-Reinbeck  rates. 

Rates  between  Group  7  (Reinbeck)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Reinbeck  rates. 

Mar  shalltown 

Rates  between  Group  8  (Mar shalltown)  and  Group  A 
(Chicago)  are  made  the  same  as  St.  Louis-St.  Paul 
rates,  subject  to  the  Chicago-Des  Moines  rates  as  maxi- 
mum rates. 

Rates  between  Group  8  (Mar shalltown)  and  Group  B 
(Peoria)  are  made  the  following  differentials  below  Chi- 
cago-Marshalltown  rates : 

Classes    1    2  3    4      5     A     B     C     D     E 

Differentials    (in    cents) 10  10  5  2y2  2%  3%  3%  2%  2y2  2y2 

Rates  between  Group  8  (Mar shalltown)  and  Group  F 
(St.  Louis)  are  made  the  same  as  Chicago-Marshalltown 
rates. 

Montezuma 

Rates  between  Group  9  (Montezuma)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Marshalltown 
rates. 

Rates  between  Group  9  (Montezuma)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-Mar shalltown 
rates. 


74         FREIGHT  RATES— WESTERN  TERRITORY 

Rates  between  Group  9  (Montezuma)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-Marslialltown 
rates. 

Waverly 

Rates  between  Group  10  (Waverly)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Mason  City  or  Chi- 
cago-Albert Lea  rates,  whichever  are  lower. 

Rates  between  Group  10  (Waverly)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Peoria-Mason  City  or  Peoria- 
Albert  Lea  rates,  whichever  are  lower. 

Rates  between  Group  10  (Waverly)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-Mason  City  or  St. 
Louis-Albert  Lea  rates,  whichever  are  lower. 

Mason  City 

Rates  between  Group  11  (Mason  City)  and  Group  A 
(Chicago)  are  made  the  same  as  St.  Louis-St.  Paul  rates, 
subject  to  Chicago-Ft.  Dodge  rates  as  maximum  rates. 

Rates  between  Group  11  (Mason  City)  and  Group  B 
(Peoria)  are  made  the  same  as  Chicago-Mason  City  rates. 

Between  Mason  City,  Iowa,  and  points  on  the  Iowa 
Central  Railway  taking  the  same  rates  on  the  one  hand 
and  Peoria  and  Pekin,  111.,  proper,  on  the  other  hand, 
Peoria-St.  Paul  rates  apply  as  maximum  rates. 

Rates  between  Group  11  (Mason  City)  and  Group  F 
(St.  Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates, 
subject  to  St.  Louis-Ft.  Dodge  rates  as  maximum  rates. 

Ackley 

Rates  between  Group  12  (Ackley)  and  Group  A  (Chi- 
cago) are  made  the  same  as  St.  Louis-St.  Paul  rates,  sub- 
ject to  the  Chicago-Des  Moines  rates  as  maximum  rate*. 


TO  INTERIOR  IOWA  CITIES  75 

Eates  between  Group  12  (Ackley)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Chicago- Ackley  rates. 

Between  Ackley,  Iowa,  and  points  on  the  Iowa  Central 
Railway  taking  the  same  rates  on  the  one  hand  and  Peoria 
and  Pekin,  111.,  proper,  on  the  other  hand,  Peoria-St.  Paul 
rates  apply  as  maximum  rates. 

Rates  between  Group  12  (Ackley)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates, 
subject  to  the  St.  Louis-Ft.  Dodge  rates  as  maximum 
rates. 

Iowa  Falls 

Rates  between  Group  13  (Iowa  Falls)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Des  Moines 
rates. 

Rates  between  Group  13  (Iowa  Falls)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Chicago-Iowa  Falls  rates. 

Rates  between  Group  13  (Iowa  Falls)  and  Group  F 
(St.  Louis)  are  made  the  same  as  St.  Louis-Ft.  Dodge 
rates. 

Boone 

Rates  between  Group  14  (Boone)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Ft.  Dodge  rates. 

Rates  between  Group  14  (Boone)  and  Group  B  (Peoria) 
are  made  the  following  differentials  below  Chicago  rates : 

Classes  1     2  3     4      5       A      B      C      D      E 

Differentials    (in    cents) 10  10  5  2%  2y2  3%  3%  2%  2%  2y2 

Rates  between  Group  14  (Boone)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Boone  rates. 


76         FREIGHT  RATES— WESTERN  TERRITORY 

Fort  Dodge 

Rates  between  Group  15  (Ft.  Dodge)  and  Group  A 
(Chicago)  are  made  the  following  differentials  above  Des 
Moines  rates : 

Classes    1     2     3     4     5    A    B    C    D    E 

Differentials    (in  cents) 5    531111111 

These  rates  are  subject  to  the  Chicago-Omaha  rates  or 
Chicago-Sioux  City  rates  as  maximum  rates. 

Rates  between  Group  15  (Ft.  Dodge)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Chicago-Ft.  Dodge  rates. 

Rates  between  Group  15  (Ft.  Dodge)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Ft.  Dodge  rates. 

Cambridge 

Rates  between  Group  16  (Cambridge)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Des  Moines 
rates. 

Rates  between  Group  16  (Cambridge)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-Des  Moines  rates. 

Rates  between  Group  16  (Cambridge)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Cambridge  rates. 

Des  Moines 

Rates  between  Group  17  (Des  Moines)  and  Group  A 
(Chicago)  are  made  the  following  differentials  above  the 
St.  Louis-Des  Moines  rates : 

Classes    1     2    3    4     5    A    B      C      D      E 

Differentials    (in  cents) 8    553344    2%    2    iy2 


TO  INTERIOR  IOWA  CITIES  77 

These  rates  are  subject  to  the  Chicago- Omaha  and  Chi- 
cago-Kansas City  rates  as  maximum  rates. 

In  the  event  Chicago-Omaha  or  Chicago-Kansas  City 
rates  apply  as  maximum  rates  between  Chicago  and  Des 
Moines,  rates  to  or  from  Peoria  and  St.  Louis  are  the  reg- 
ular differentials  less  than  the  Chicago  rates. 

Rates  between  Group  17  (Des  Moines)  and  Group  B 
(Peoria)  are  made  the  following  differentials  less  than 
the  Chicago  rates : 

Classes 1    23    4      5      A     B      C     D      E 

Differentials    (in    cents) 10  10  5  2%  2%  3%  3%  2y2  2y2  2y2 

Rates  between  Group  17  (Des  Moines)  and  Group  F 
(St.  Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates 
or  St.  Louis-Omaha  rates,  whichever  are  lower. 

On  traffic  destined  to  or  originating  at  points  east  of  the 
Indiana-Illinois  State  Line,  St.  Louis-Kansas  City  rates 
apply  as  maximum  rates. 

Albert  Lea 

Rates  between  Group  18  (Albert  Lea)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-St.  Paul  rates. 

Rates  between  Group  18  (Albert  Lea)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-St.  Paul  rates. 

Rates  between  Group  18  (Albert  Lea)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates. 

Faribault 

Rates  between  Group  19  (Faribault)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-St.  Paul  rates. 

Rates  between  Group  19  (Faribault)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Peoria-St.  Paul  rates. 


78         FREIGHT  RATES— WESTERN  TERRITORY 

Bates  between  Group  19  (Faribault)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-St.  Paul  rates. 

Mankato 

Rates  between  Group  20  (Mankato)  and  Group  A  (Chi- 
cago) are  made  the  following  differentials  above  the  Fari- 
bault-Chicago  rates : 

Classes    1     2     3     4     5    A    B    C    D    E 

Differentials    (in   cents) 5    532222211 

Rates  between  Group  20  (Mankato)  and  Group  B  (Pe- 
oria) are  made  the  following  differentials  over  the  Fari- 
bault-Peoria rates : 

Classes    1     2     3     4    5    A    B    C    D    E 

Differentials    (in  cents) 5    532222211 

Rates  between  Group  20  (Mankato)  and  Group  F  (St. 
Louis)  are  made  the  following  differentials  over  the  Fari- 
bault-St.  Louis  rates : 

Classes    1     2     3     4     5    A    B    C    D    E 

Differentials    (in  cents) 5    5    3    2     2    2    2    2    1     1 

In  connection  with  rates  to  Mankato,  a  special  commod- 
ity basis  is  provided  for  a  few  commodities  that  are  less 
than  the  regular  class  differentials. 

Mexico 

Rates  between  Group  21  (Mexico)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Ottumwa  rates. 
To  and  from  stations  taking  Chicago   rates  located 


TO  INTERIOR  IOWA  CITIES  79 

north  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway,  from 
Milwaukee  to  Prairie  du  Chien,  through  Waterloo,  Wis., 
Chicago-Missouri  River  rates  apply  except  on  a  few  com- 
modities such  as  agricultural  implements,  furniture,  ve- 
hicles, etc. 

Rates  between  Group  21  (Mexico)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Peoria-Ottumwa  rates,  but  not 
to  be  less  than  St.  Louis-Mexico  rates. 

Rates  between  Group  21  (Mexico)  and  Group  F  (St. 
Louis)  are  made  the  same  as  St.  Louis-Ottumwa  rates. 

Chillicothe 

Rates  between  Group  22  (Chillicothe)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Kansas  City 
rates. 

Rates  between  Group  22  (Chillicothe)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-Kansas  City  rates. 

Rates  between  Group  22  (Chillicothe)  and  Group  F 
(St.  Louis)  are  made  the  same  as  St.  Louis-Kansas  City 
rates. 

Shenandoah 

Rates  between  Group  23  (Shenandoah)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Omaha  rates. 

Rates  between  Group  23  (Shenandoah)  and  Group  B 
(Peoria)  are  made  the  same  as  Peoria-Omaha  rates. 

Rates  between  Group  23  (Shenandoah)  and  Group  F 
(St.  Louis)  are  made  the  same  as  St.  Louis-Omaha  rates. 

Manning 

Rates  between  Group  24  (Manning)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Omaha  rates. 


80         FREIGHT  RATES— WESTERN  TERRITORY 

Rates  between  Group  24  (Manning)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Peoria-Omaha  rates. 

Eates  between  Group  24  (Manning)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Manning  rates. 

Lake  City 

Rates  between  Group  25  (Lake  City)  and  Group  A  (Chi- 
cago) are  made  the  same  as  Chicago-Sioux  City  or  Chi- 
cago-Omaha rates,  whichever  are  lower. 

Rates  between  Group  25  (Lake  City)  and  Group  B  (Pe- 
oria) are  made  the  same  as  Chicago-Lake  City  rates. 

Rates  between  Group  25  (Lake  City)  and  Group  F  (St. 
Louis)  are  made  the  same  as  Chicago-Lake  City  rates. 

Sioux  City 

Rates  between  Group  26  (Sioux  City)  and  Group  A 
(Chicago)  are  made  the  same  as  Chicago-Omaha  rates. 

Rates  between  Group  26  (Sioux  City)  and  Group  B 
(Peoria)  are  made  the  same  as  Chicago-Sioux  City  rates. 

Rates  between  Group  26  (Sioux  City)  and  Group  F 
(St.  Louis)  are  made  the  same  as  Chicago-Sioux  City 
rates. 

Sioux  Falls 

Rates  between  Group  27  (Sioux  Falls)  and  Group  A 
(Chicago)  are  made  104  per  cent  of  the  Chicago-Sioux 
City  rates. 

Rates  between  Group  27  (Sioux  Falls)  and  Group  B 
(Peoria)  are  made  the  same  as  Chicago-Sioux  Falls  rates. 

Rates  between  Group  27  (Sioux  Falls)  and  Group  F 


TO  INTERIOR  IOWA  CITIES  81 

(St.  Louis)  are  made  the  same  as  Chicago-Sioux  Falls 
rates. 

This  basis  has  reference  only  to  that  part  of  Sioux  Falls 
territory  described  on  page  69  and  does  not  conflict 
with  the  Sioux  Falls  rates  outlined  under  the  Missouri 
River  territory. 

2.  Bases  for  Rates  from  or  to  Groups  Other  than 
Chicago,  Peoria,  and  St.  Louis  Groups 

In  Tables  23  to  31,  inclusive,  is  shown  the  basis  to  em- 
ploy in  establishing  commodity  rates  between  stations  in 
Illinois  and  Wisconsin  on  the  one  hand  and  stations  in 
Iowa  on  the  other  hand. 

It  will  be  noted  that  there  is  an  individual  table  for 
each  point  of  origin  and  care  should  be  taken  to  see  that 
the  proper  table  is  employed.  At  the  same  time  no  at- 
tempt should  be  made  to  memorize  the  information  con- 
tained in  the  various  tables  but  rather  to  fix  in  your 
mind  the  fact  that  there  is  a  table  covering  a  particular 
adjustment  so  that  when  the  occasion  arises  reference 
to  that  table  may  be  made  for  the  basis  of  rates  to 
employ. 


82         FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  23 

Basis  for  Rates  Between  Springfield  (Group  C)  and  Groups 

Indicated 


Between  the 

Following 

Group 

And    Points    in    the 
Following    Groups 

Rate  Basis  Applicable 

1   (Manchester) 

Chicago  rates 

2  (Cedar  Rapids) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

3  (Iowa  City) 

4  (Oskaloosa) 

5  (Ottumwa) 

Peoria  rates 

6  (Cedar  Falls) 

7  (Reinbeck) 

Chicago  rates 

8  (Marshalltown) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

9  (Montezuma) 

Peoria  rates 

Springfield 
(Group  C) 

10  (Waverly) 

11  (Mason  City) 

12  (Ackley) 

13  (Iowa  Falls) 

Chicago  rates 

14  (Boone) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

15   (Ft.  Dodge) 

Chicago  rates 

16   (Cambridge) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

17  (Des  Moines) 

Peoria  rates 

18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 

Chicago  rates 

21  (Mexico) 

22  (Chillicothe) 

23  (Shenandoah) 

Peoria  rates 

24  (Manning) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 

Chicago  rates 

TO  INTERIOR  IOWA  CITIES 
TABLE  24 


83 


Basis  for  Rates  Between  Litchfield  (Group  D)  and  Groups 

Indicated 


Between    the 

Following 

Group 

And    Points   in    the 
Following    Groups 

Rate  Basis  Applicable 

1  (Manchester) 

2  (Cedar  Rapids) 

St.  Louis  rates 

3  (Iowa  City) 

4  (Oskaloosa) 

St.  Louis  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

5  (Ottumwa) 

Peoria  rates,  but  not  to  be  less 
than  St.  Louis  rates 

6  (Cedar  Falls) 

7  (Reinbeck) 

St.  Louis  rates 

8  (Mar  shall  town) 

St.  Louis  rates,  but  not  to  be 
less  than  Chicago  rates 

i 

9  (Montezuma) 

St.  Louis  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

Litchfield 
(Group  D) 

10  (Waverly) 

11  (Mason  City) 

12  (Ackley) 

13  (Iowa  Falls) 

St.  Louis  rates 

14  (Boone) 

St.  Louis  rates,  but  not  to  be 
less  than  Chicago  rates 

15   (Ft.  Dodge) 

St.  Louis  rates 

1G  (Cambridge) 

Chicago  rates 

17  (Des  Moines) 

Peoria  rates,  but  not  to  be  less 
than  St.  Louis  rates 

18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 

St.  Louis  rates 

21  (Mexico) 

Peoria  rates,  but  not  to  be  less 
than  St.  Louis  rates 

22  (Chillicothe) 

23  (Shenandoah) 

Peoria  rates 

24  (Manning) 

25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 

Chicago  rates 

84    FREIGHT  RATES— "WESTERN  TERRITORY 

TABLE  25 

Basis  for  Rates  Between  Danville  (Group  E)  and  Groups 

Indicated 


Between    the 

Following 

Group 

And    Points    in    the 
Following    Groups 

Rate  Basis  Applicable 

1  i 
2 

Manchester) 
Cedar  Rapids) 

St.  Louis  rates 

3   1 

Iowa  City) 

4   1 
5 

Oskaloosa) 
[  Ottumwa) 

Chicago  rates 

6  1 

Cedar  Falls) 

7   ( 

Reinbeck) 

8 

k  Marshall  town) 

9 

(Montezuma) 

Danville 

10  1 
11 

Waverly) 
(Mason  City) 

St.  Louis  rates 

(Group  E) 

12 
13   1 

Ackley) 
Iowa  Falls) 

14   1 

Boone) 

15  1 

Ft.  Dodge) 

16  1 

17 

Cambridge) 
Des  Moines) 

Chicago  rates 

18  1 

Albert  Lea) 

19 

Faribault) 

St.  Louis  rates 

20  1 

Mankato) 

21   1 

Mexico) 

22  < 

Ohillicothe) 

23  1 

Shenandoah) 

24 

Manning) 

Chicago  rates 

25   l 

Lake  City) 

26 

(Sioux  City) 

27 

(Sioux  Falls) 

TO  INTERIOR  IOWA  CITIES 
TABLE  26 


85 


Basis  for  Rates  Between  Beardstown  (Group  G)  and  Groups 

Indicated 


Between    the 

Following 

Gboup 

And  Points  in  the 
Following    Groups 

Rate  Basis  Applicable 

1   (Manchester) 

Chicago  rates 

2  (Cedar  Rapids) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

3  (Iowa  City) 

4  (Oskaloosa) 

Peoria  rates,  but  not  to  exceed 
Mississippi  River- Missouri 
River  rates 

5  (Ottunrwa) 

Peoria  or  St.  Louis-Ottumwa 
rates,  whichever  are  lower, 
hut  not  to  exceed  Mississippi 
River-Missouri  River  rates 

6  (Cedar  Falls) 

7  (Reinbeek) 

Chicago  rates 

Beardstown 
(Group  G) 

8  (Marshalltown) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

9  (Montezuma) 

Peoria  rates,  but  not  to  exceed 
Mississippi  River  -  Missouri 
River  rates 

10  (Waverly) 

11  (Mason  City) 

12  (Aekley) 

13  (Iowa  Falls) 

Chicago  rates 

14  (Boone) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

15  (Ft.  Dodge) 

Chicago  rates 

16  (Cambridge) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

17  (Des  Moines) 

Peoria  or  St.  Louis  rates, 
whichever  are  lower,  but 
not  to  exceed  Mississippi 
River-Missouri  River  rates 

86         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  26— Continued 

Basis  for  Rates  Between  Beardstown  (Group  G)  and  Groups 

Indicated 


Between  the 

Following 

Group 

And  Points  in  the 
Following  Geoups 

Rate  Basis  Applicable 

18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 

Chicago  rates 

21  (Mexico) 

Peoria  or  St.  Louis  rates, 
whichever  are  lower,  but 
not  to  exceed  Missouri  River 
rates 

Beardstown 
(Group  G) 

22  (OMllicothe) 

23  (Shenandoah) 

St.  Louis  rates 

24  (Manning) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 

Chicago  rates 

TABLE  27 

Basis  for  Rates  Between  Galesburg  (Group  H)  and  Groups 

Indicated 


Between    the 

Following 

Group 


Galesburg 
(Group  H) 


And  Points  in  the 
Following    Groups 


1   (Manchester) 


2  (Cedar  Rapids) 

3  (Iowa  City) 

4  (Oskaloosa) 


5  (Ottumwa) 


t>  (Cedar  Falls) 
7   (Reinbeck) 


Rate  Basis  Applicable 


Chicago  rates 

Peoria  rate*,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

Peoria  or  St  Louis  rates, 
whichever  are  lower,  but  not 
to  exceed  Mississippi  River- 
Missouri  Rive~  rates 


Chicago  rates 


TO  INTERIOR  IOWA  CITIES 
TABLE  27— Continued 


17 


Basis    for    Rates    Between    Galesburg     (Group    H)     and 

Groups  Indicated 


Between  the 

Following 

Group 


Galesburg 
(Group  H) 


And  Potnts  in  the 
Following  Groups 


8  (Marshall town) 

9  (Montezuma) 


10  (Waverly) 

11  (Mason  City) 

12  (Ackley) 

13  (Iowa  Falls) 


14  (Boone) 


15  (Ft.  Dodge) 


16  (Cambridge) 


17  (Des  Moines) 


18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 


21  (Mexico) 


22  (Chillicothe) 

23  (Shenandoah) 


24  (Manning) 


25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 


Rate  Basis  Applicable 


Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 


Chicago  rates 


Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 


Chicago  rates 


Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 


Peoria  or  St.  Louis  rates, 
whichever  are  lower,  but  not 
to  exceed  Mississippi  River- 
Missouri  River  rates 


Chicago  rates 


Peoria  or  St.  Louis  rates, 
whichever  are  lower,  but  not 
to  exceed  Mississippi  River- 
Missouri  River  rates 


St.  Louis  rates 


Peoria  rates,  but  not  to  exceed 
Mississippi  River  -  Missouri 
River  rates 


Chicago  rates 


88         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  28 

Basis  for  Rates  Between  Fulton  (Group  I)  and  Groups 

Indicated 


Between    the 

Following 

Gboup 

And    Points    in    the 
Following   Groups 

Rate  Basis  Applicable 

1  (Manchester) 

Chicago  rates 

2  (Cedar  Rapids) 

3  (Iowa  City) 

4  (Oskaloosa) 

5  (Ottumwa) 

Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

6  (Cedar  Falls) 

7  (Reinbeck) 

Chicago  rates 

- 

8  (Marshall town) 

9  (Montezuma) 

Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

10  (Waverly) 

11  (Mason  City) 

12  (Ackley) 

13  (Iowa  Falls) 

Chicago  rates 

Fulton 
(Group  I) 

14  (Boone) 

Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

15  (Ft.  Dodge  1, 

Chicago  rates 

1G  (Cambridge) 
17  (Des  Moines) 

Peoria  rates,  but  not  to-  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 

Chicago  rates 

21   (Mexico) 

Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

22  (Chillicothe) 

23  (Shenandoah) 

St.  Louis  rates 

24  (Manning) 

Peoria  rates,  but  not  to  ex- 
ceed Mississippi  River-Mis- 
souri River  rates 

25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 

Chicago  rates 

TO  INTERIOR  IOWA  CITIES 
TABLE  29 


89 


Basis  for  Rates  Between  Prairie  du  Chien  (Group  J)  and 

Groups  Indicated 


Between    the 

Following 

Group 

And    Points    in    the 
Following    Groups 

Rate  Basis  Applicable 

1   (Manchester) 

Chicago  rates 

2  (Cedar  Rapids) 

3  (Iowa  City) 

4  (Oskaloosa) 

5  (Ottumwa) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

6  (Cedar  Falls) 

7  (Reinbeck) 

Chicago  rates 

8  (Marshalltown) 

9  (Montezuma) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

10  (Waverly) 

11  (Mason  City) 

12  (Ackley) 

13  (Iowa  Falls) 

Chicago  rates 

Prairie  du  Chien 
(Group  J) 

14  (Boone) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

15   (Ft.  Dodge) 

Chicago  rates 

16  (Cambridge) 

17  (Des  Moines) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

18  (Albert  Lea) 

19  (Faribault) 

20  (Mankato) 

Chicago  rates 

21   (Mexico) 

Chicago  rates,  but  not  to  ex- 
ceed Peoria-Missouri  River 
rates 

22  (Chillicothe) 

23  (Shenandoah) 

24  (Manning) 

Peoria  rates 

25  (Lake  City) 

26  (Sioux  City) 

27  (Sioux  Falls) 

Chicago  rates 

90         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  30 


Basis  for  Rates  Between   East   Mississippi  River  Propor- 
tional (Group  K)  and  Groups  Indicated 


Between    the 

Following 

Group 

And    Points   in    the 
Following    Groups 

Rate  Basis  Applicable 

1 

(Manchester) 

Peoria     rates     as     maximum 

2 

(Cedar  Rapids) 

rates,  but  not  to  exceed  Mis- 

3 

(Iowa  City) 

sissippi  River-Omaha  rates 

4 
5 

(Oskaloosa) 
(Ottumwa) 

Peoria  rates  as  maximum 
rates,  but  not  to  exceed  St. 
Louis-Kansas  City  rates 

- 

6 

(Cedar  Falls) 

7 

(Reinbeck) 

8 

(Marshalltown) 

9 

(Montezuma) 

10 

(Waverly) 

Peoria     rates     as     maximum 

11 

(Mason  City) 

rates,  but  not  to  exceed  Mis- 

East  Mississippi 

12 

(Ackley) 

sissippi  River-Omaha  rates 

River    Propor- 

13 

(Iowa  Falls) 

tional 

14 

(Boone) 

(Group  K) 

15 

(Ft.  Dodge) 

16 

(Cambridge) 

17 
21 

(Des  Moines) 
(Mexico) 

Peoria  rates  as  maximum 
rates,  but  not  to  exceed  St. 
Louis-Kansas  City  rates 

22 

(CMllicothe) 

St.  Louis-Kansas  City  rates 

23 

(Shenandoah) 

24 
25 

( Manning) 
(Lake  City) 

Mississippi  River-Omaha  rates 

26 

(Sioux  City) 

Same  differentials  under  Chi- 

cago-Sioux   Falls    rates    as 

27 

(Sioux  Falls) 

East  Mississippi  River-Sioux 
City  proportional  rates  are 
less  than  Chicago-Sioux  City 
rates 

TO  INTERIOR  IOWA  CITIES 
TABLE  31 


91 


Basis  for  Rates  Between  Champaign  (Group  L)  and  Groups 

Indicated 


Between    the 

Following 

Gboup 

And    Points    in    the 
Following    Groups 

Rate  Basis  Applicable 

1 

(Manchester) 

2 

(Cedar  Rapids) 

3 

(Iowa  City) 

4 

(Oskaloosa) 

5 

(Ottumwa) 

6 

(Cedar  Falls) 

7 

(Reinbeck) 

8 

(Marshall  town) 

9 
10 

(Montezuma) 
(Waverly) 

Chicago  rates 

11 

(Mason  City) 

12 

(Ackley) 

13 

(Iowa  Falls) 

Champaign 

14 

(Boone) 

(Group  L) 

15 

(Ft.  Dodge) 

16 

(Cambridge) 

17 

(Des  Moines) 

18 

(Albert  Lea) 

19 
20 

(Faribault) 
( Mankato ) 

St.  Louis  rates 

21 

(Mexico) 

22 

(Chillicothe) 

23 

(Shenandoah) 

24 

(Manning) 

Chicago  rates 

25 

(Lake  City) 

26 

(Sioux  City) 

27 

(Sioux  Falls) 

CHAPTER  VII 

TO    TRANS-MISSOURI   TERRITORY 

This  chapter  deals  with  the  construction  of  rates  to  and 
from  what  is  generally  known  as  Trans-Missouri  Terri- 
tory, embracing  the  states  of  Kansas  and  Nebraska  and 
part  of  the  states  of  Colorado  and  Missouri. 

1.  Description  of  East  End  Groups 

The  states  of  Illinois,  Iowa,  Minnesota,  Wisconsin,  and 
that  part  of  Missouri  lying  in  Western  Trunk  Line  Ter- 
ritory are  divided  into  twenty-five  groups.  The  borders 
of  these  groups  are  as  follows,  some  of  the  points  located 
in  each  group  being  also  shown  for  convenience  in  locating 
them. 

Group  1 

The  borders  of  the  Mississippi  River  Group  are  the 
same  as  on  Missouri  River  traffic. 

Group  2 

The  borders  of  the  Peoria  Group  are  the  same  as  on 
Missouri  River  traffic. 

Group  3 

The  borders  of  the  Chicago  Group  are  the  same  as  on 
Missouri  River  traffic. 

92 


TO  TRANS-MISSOURI  TERRITORY  93 

Group  4 

The  borders  of  the  St.  Paul  Group  are  the  same  as  on 
Missouri  River  traffic. 

Group  5 

Beginning  at  a  point  just  west  of  Moody,  Mo.,  and 
thence  west  of  the  Chicago,  Burlington  &  Quincy  Railroad 
to  but  not  including  Burlington,  Iowa;  thence  west  of 
the  Chicago,  Rock  Island  &  Pacific  Railway  to  a  point  just 
west  of  Columbus  Junction,  Iowa ;  thence  north  of  the  Chi- 
cago, Rock  Island  &  Pacific  Railway  to  a  point  just  north 
of  Muscatine,  Iowa ;  thence  north  of  the  Chicago,  Milwau- 
kee &  St.  Paul  Railway  to  a  point  just  north  of  Davenport, 
Iowa;  thence  west  of  the  Chicago,  Milwaukee  &  St.  Paul 
Railway  to  Clinton,  Iowa;  thence  west  of  the  Chicago  & 
North-Western  Railway  to  a  point  just  west  of  Almont, 
Iowa ;  thence  west  of  the  Chicago,  Milwaukee  &  St.  Paul 
Railway  to  a  point  northwest  of  Dubuque,  Iowa ;  thence 
north  of  the  Chicago  Great  Western  Railroad  to  a  point 
west  of  Oneida  Junction,  Iowa ;  thence  north  of  the  Man- 
chester &  Oneida  Railway  to  but  not  including  Man- 
chester, Iowa ;  thence  east  of  the  Illinois  Central  Railroad 
to  a  point  just  east  of  Cedar  Rapids,  Iowa  (but  not  in- 
cluding Marion,  Iowa) ;  thence  east  of  the  Chicago,  Mil- 
waukee &  St.  Paul  Railway  to  but  not  including  Sigour- 
ney,  Iowa;  thence  north  of  the  Chicago,  Rock  Island 
&  Pacific  Railway  to  but  not  including  Washington, 
Iowa;  thence  west  of  the  Chicago,  Rock  Island  & 
Pacific  Railway  to  a  point  just  west  of  Brighton ;  thence 
east  of  the  Chicago,  Rock  Island  &  Pacific  Railway  to  a 
point  just  east  of  Belknap;  thence  east  of  the  Wabash 


94         FREIGHT  RATES— WESTERN  TERRITORY 

Railroad  to  a  point  just  east  of  Bloomfield,  Iowa ;  thence 
east  of  the  Wabash  Railroad  to  a  point  just  east  of  Clark, 
Mo. ;  thence  following  an  imaginary  line  south  to  a  point 
north  of  McBaine,  Mo. ;  and  thence  north  of  the  Missouri, 
Kansas  &  Texas  Railway  to  the  boundary  line  of  Group  25. 
Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Illinois  Central  Railroad  from  Julien  to 
Peosta,  Iowa. 

Group  6 

Beginning  at  a  point  just  west  of  Dubuque,  Iowa,  and 
thence  west  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway 
to  the  Minnesota  state  line;  thence  west  via  the  Minne- 
sota state  line  to  a  point  just  east  of  Huntington,  Iowa ; 
thence  east  of  the  Minneapolis  &  St.  Louis  Railroad  to  but 
not  including  Estherville,  Iowa;  thence  east  of  the  Chi- 
cago, Rock  Island  &  Pacific  Railway  to  a  point  just  east 
of  Emmetsburg,  Iowa ;  thence  north  of  the  Chicago,  Mil- 
waukee &  St.  Paul  Railway  to  a  point  just  east  of  Mason 
City,  Iowa ;  thence  east  of  the  Iowa  Central  Railway  to  a 
point  just  east  of  Hampton,  Iowa ;  and  thence  north  of  the 
Chicago  Great  Western  Railroad  to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are 
stations  on  the  Illinois  Central  Railroad  from  Irma  to  St. 
Ansgar,  Iowa. 

Group  7 

Beginning  at  a  point  just  west  of  Oelwein,  Iowa,  and 
thence  west  of  the  Chicago  Great  Western  Railroad  to  a 
point  just  east  of  Des  Moines,  Iowa ;  thence  west  of  the 
Chicago,  Rock  Island  &  Pacific  Railway  to  a  point  just 


TO  TRANS-MISSOURI  TERRITORY  95 

south  of  Carlisle,  Iowa ;  thence  east  of  the  Chicago,  Bur- 
lington &  Quincy  Railroad  to  a  point  east  of  Humeston, 
Iowa;  thence  south  to  the  Missouri  state  line,  west  of 
Lineville;  and  thence  east  via  the  Missouri  state  line  to 
the  western  boundary  line  of  Group  5. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Illinois  Central  Railroad  from  Manchester  to 
Robins,  Iowa. 

Group  8 

Beginning  at  a  point  northeast  of  Hampton,  Iowa,  and 
thence  north  of  the  Chicago  Great  Western  Railroad  to  a 
point  northeast  of  Ft.  Dodge,  Iowa;  thence  east  of  the 
Chicago  Great  Western  Railroad  to  a  point  east  of  Bor- 
der Plains,  Iowa ;  thence  east  of  the  Des  Moines  River  to 
a  point  north  of  Boone,  Iowa ;  thence  north  of  the  Chicago 
&  North- Western  Railway  to  a  point  east  of  Ames,  Iowa ; 
and  thence  east  of  the  Chicago  &  North- Western  Railway 
to  but  not  including  Des  Moines,  Iowa. 

Some  of  the  representative  points  in  this  group  are 
stations  on  the  Illinois  Central  Railroad  from  Cedar  Falls 
to  Judd,  Iowa. 

Group  9 

Beginning  at  the  southeast  corner  of  Group  7  and 
thence  northwest  via  an  imaginary  line  to  a  point  just 
east  of  Leon,  Iowa ;  thence  east  of  the  line  of  the  Chicago, 
Burlington  &  Quincy  Railroad  through  Lamoni,  Iowa,  to 
a  point  just  east  of  Bethany,  Mo. ;  thence  south  via  an 
imaginary  line  to  a  point  just  north  of  Cypress;  thence 
east  of  the  Wabash  Railroad  to  a  point  just  east  of  Gal- 


96         FREIGHT  RATES—WESTERN  TERRITORY 

latin,  Mo.;  thence  north  of  the  Chicago,  Burlington  & 
Quincy  Eailroad  to  a  point  east  of  Chillicothe,  Mo. ;  thence 
south  via  an  imaginary  line  west  of  Bogard  and  east  of 
Carrollton,  Mo.,  to  the  Missouri  River;  thence  east  via 
the  Missouri  River  to  but  not  including  Booneville,  Mo. ; 
thence  west  of  the  Missouri,  Kansas  &  Texas  Railway  to 
a  point  north  of  Franklin  Junction,  Mo. ;  and  thence  north 
of  the  Missouri,  Kansas  &  Texas  Railway  to  the  western 
boundary  line  of  Group  5. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Missouri,  Kansas  &  Texas  Railway  from  Mo- 
berly  to  Estill,  Mo. 

Group  10 

Beginning  at  the  southwest  corner  of  Group  9  and 
thence  west  via  the  Missouri  River  to  a  point  southwest 
of  Myrick,  Mo. ;  thence  south  of  the  Missouri  Pacific  Rail- 
way to  a  point  east  of  Sedalia,  Mo. ;  thence  east  of  the 
Missouri,  Kansas  &  Texas  Railway  to  a  point  just  south 
of  Windsor,  Mo. ;  and  thence  south  of  the  St.  Louis,  Kan- 
sas City  &  Colorado  Railroad  (including  the  "Warsaw 
branches  of  the  Missouri  Pacific  Railway)  to  the  western 
boundary  line  of  Group  25. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Missouri,  Kansas  &  Texas  Railway  from 
Portland  to  Wainwright,  Mo. 

Group  11 

Beginning  at  a  point  southwest  of  Myrick,  Mo.,  and 
thence  west  via  the  Missouri  River  to  but  not  including 
Kansas  City,  Mo. ;  and  thence  south  of  the  St.  Louis,  Kan- 


TO  TRANS-MISSOURI  TERRITORY  97 

sas  City  &  Colorado  Railroad  to  the  western  boundary 
line  of  Group  10. 

Some  of  the  representative  points  in  this  group  are 
stations  on  the  Missouri,  Kansas  &  Texas  Railway  from 
Sutherland  to  Holden,  Mo. 

Group  12 

Beginning  at  the  western  boundary  line  of  Group  8,  at 
a  point  just  north  of  Cypress,  Mo. ;  thence  north  of  the 
Wabash  Railroad  to  a  point  west  of  Pattonsburg,  Mo. ; 
thence  west  of  the  Quincy,  Omaha  &  Kansas  City  Railroad 
to  a  point  just  west  of  Plattsburg;  thence  north  of  the 
Atchison,  Topeka  &  Santa  Fe  Railway  to  a  point  just  east 
of  Gower,  Mo. ;  thence  east  of  the  Quincy,  Omaha  &  Kan- 
sas City  Railroad  to  a  point  just  east  of  Trimble,  Mo. ; 
and  thence  southeast  via  an  imaginary  line  east  of  Lib- 
erty and  South  Liberty  to  the  Missouri  River. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Chicago,  Burlington  &  Quincy  Railroad  from 
Keystone  to  Chandler,  Mo. 

Group  13 

Beginning  at  the  western  boundary  line  of  Group  11  at 
a  point  just  east  of  Gower,  Mo.;  thence  northwest  via 
an  imaginary  line  crossing  the  Chicago,  Burlington  & 
Quincy  Railroad  east  of  Easton,  Mo.,  the  Chicago,  Rock 
Island  &  Pacific  Railway  east  of  Stockbridge,  Mo.,  the  Chi- 
cago, Burlington  &  Quincy  Railroad  north  of  Clair,  Mo., 
and  the  Chicago  Great  Western  Railroad  north  of  Savan- 
nah, Mo. ;  thence  west  to  a  point  north  of  Nodaway,  Mo. ; 
and  thence  east  of  the  Chicago,  Burlington  &  Quincy  Rail- 


98         FREIGHT  RATES— WESTERN  TERRITORY 

road  to  a  point  on  the  Missouri  River  just  east  of  Kansas 
City. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Chicago,  Burlington  &  Quincy  Railroad  from 
Liberty  to  Randolph,  Mo. 

Group  14 

Beginning  at  the  northwest  corner  of  Group  8,  at  a 
point  just  east  of  Leon,  Iowa ;  thence  north  of  Leon,  Iowa, 
and  the  Chicago,  Burlington  &  Quincy  Railroad  to  a  point 
north  of  Mt.  Ayr,  Iowa;  thence  north  via  an  imaginary 
line  through  a  point  east  of  Diagonal,  Iowa,  to  a  point 
northeast  of  Creston,  Iowa ;  thence  crossing  the  Chicago, 
Burlington  &  Quincy  Railroad  north  of  Creston,  Iowa, 
and  east  of  Burns,  Iowa;  thence  south  of  the  Chicago, 
Burlington  &  Quincy  Railroad  to  a  point  west  of  Noda- 
way, Iowa;  thence  north  of  the  Chicago,  Burlington  & 
Quincy  Railroad  to  a  point  northwest  of  Red  Oak,  Iowa ; 
thence  south  of  the  Chicago,  Burlington  &  Quincy  Rail- 
road to  but  not  including  Hastings,  Iowa;  thence  north 
of  Hastings,  Iowa,  and  east  of  the  Wabash  Railroad  to  a 
point  just  east  of  Council  Bluffs,  Iowa ;  and  thence  east 
of  the  Chicago,  Burlington  &  Quincy  Railroad  to  the 
northern  boundary  line  of  Group  13. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Chicago,  Burlington  &  Quincy  Railroad  from 
Mound  City  to  Quitman,  Mo. 

Group  15 

Beginning  at  the  northern  boundary  line  of  Group  13 
at  a  point  northeast  of  Creston,  Iowa ;  thence  via  an  imag- 


TO  TRANS-MISSOURI  TERRITORY  99 

inary  line  west  of  Winterset,  Iowa,  to  a  point  south  of  De 
Soto,  Iowa;  thence  south  of  the  Chicago,  Rock  Island  & 
Pacific  Railway  to  but  not  including  Des  Moines,  Iowa; 
thence  north,  crossing  the  Chicago,  Rock  Island  &  Pacific 
Railway  and  the  Chicago,  Milwaukee  &  St.  Paul  Railway 
to  a  point  just  north  of  Des  Moines,  Iowa ;  thence  east  of 
the  Chicago  &  North- Western  Railway  to  a  point  north 
of  Ames,  Iowa;  thence  north  of  the  Chicago  &  North- 
Western  Railway  to  a  point  east  of  Carroll,  Iowa ;  thence 
east  of  the  Chicago  &  North- Western  Railway  to  a  point 
just  east  of  Manning,  Iowa ;  thence  west  of  the  Chicago 
&  North- Western  Railway  to  a  point  just  east  of  Atlantic, 
Iowa;  and  thence  east  of  the  Chicago,  Rock  Island  & 
Pacific  Railway  to  the  northern  boundary  line  of  Group 
14. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Chicago,  Burlington  &  Quincy  Railroad  from 
Cromwell  to  Nodaway,  Iowa. 

Group  16 

Comprising  territory  bounded  by  Groups  7,  9,  14,  and 
15. 

A  representative  point  in  this  group  is  Des  Moines, 
Iowa. 

Group  17 

Beginning  at  the  northern  boundary  line  of  Group  14, 
at  a  point  just  north  of  Boone,  Iowa ;  thence  north  via  the 
Des  Moines  River  to  a  point  south  of  Border  Plains,  Iowa ; 
thence  east  of  the  Chicago  Great  Western  Railroad  to  a 
point  north  of  Ft.  Dodge,  Iowa ;  thence  north  of  the  Illi- 


100       FREIGHT  RATES— WESTERN  TERRITORY 

nois  Central  Railroad  to  "Wall  Lake,  Iowa ;  thence  west  of 
the  Chicago  &  North- Western  Railway  to  but  not  includ- 
ing Denison,  Iowa;  thence  south  of  the  Chicago  &  North- 
western Railway  to  a  point  just  east  of  Maple  River 
Junction;  and  thence  north  of  the  Chicago  &  North- 
western Railway  to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Illinois  Central  Railroad  from  Gypsum  to 
Deloit,  Iowa. 

Group  18 

Beginning  at  a  point  north  of  Tara,  Iowa,  and  thence 
north  of  the  Illinois  Central  Railroad  to  a  point  just  west 
of  Le  Mars ;  thence  west  of  the  Chicago,  St.  Paul,  Minne- 
apolis &  Omaha  Railway  to  but  not  including  Sioux  City, 
Iowa;  thence  via  the  Missouri  River  to  a  point  west  of 
Onawa,  Iowa ;  thence  north  of  the  Chicago  &  North- West- 
ern Railway  to  a  point  north  of  Mapleton ;  thence  east  to 
a  point  north  of  Boyer;  and  thence  north  of  the  Illinois 
Central  Railroad  to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are 
stations  on  the  Illinois  Central  Railroad  from  Barnum  to 
Sulphur  Springs,  Iowa. 

Group  19 

Beginning  at  the  northwest  corner  of  Group  6  and 
thence  west  via  the  Iowa-Minnesota  state  line  to  a  point 
southeast  of  Round  Lake,  Minn. ;  thence  east  of  the  Chi- 
cago, Rock  Island  &  Pacific  Railway  to  a  point  north  of 
Worthington,  Minn. ;  and  thence  west  of  the  Chicago,  St. 
Paul,  Minneapolis  &  Omaha  Railway  to  the  northern 
boundary  line  of  Group  18. 


TO  TRANS-MISSOURI  TERRITORY  101 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Illinois  Central  Railroad  from  Larrabee  to 
Sheldon,  Iowa. 

Group  20 

Territory  bounded  by  Groups  14,  15,  17,  and  18  on  the 
southeast  and  north,  and  by  the  Missouri  River  on  the 
west. 

Some  of  the  representative  points  in  this  group  are 
stations  on  the  Illinois  Central  Railroad  from  Arion  to 
Council  Bluffs,  Iowa. 

Group  21 

Beginning  at  a  point  just  north  of  Bluff  Siding,  Wis., 
and  thence  north  of  the  Chicago  Great  Western  Railroad 
to  a  point  north  of  St.  Charles,  Minn. ;  thence  north  of 
the  Chicago  &  North- Western  Railway  to  a  point  just  east 
of  Mason,  Minn. ;  thence  east  of  the  Chicago  Great  West- 
ern Railroad  to  a  point  just  north  of  Randolph,  Minn.; 
thence  west  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway 
to  a  point  just  west  of  Faribault,  Minn. ;  thence  north  of 
the  Chicago  Great  Western  Railroad  to  a  point  northwest 
of  Waterville,  Minn. ;  thence  west  of  the  Minneapolis  & 
St.  Louis  Railroad  to  a  point  just  north  of  Albert  Lea, 
Minn. ;  thence  north  of  the  Chicago,  Milwaukee  &  St.  Paul 
Railway  to  a  point  east  of  Ramsey,  Minn. ;  thence  east  of 
the  Chicago  Great  Western  Railroad  to  a  point  just  east 
of  Lyle,  Minn. ;  thence  following  the  Iowa  state  line  to  a 
point  east  of  LeRoy,  Minn. ;  thence  east  of  the  Chicago 
Great  Western  Railroad  to  a  point  southeast  of  Spring 
Valley,  Minn. ;  thence  south  of  the  Chicago,  Milwaukee  & 
St.  Paul  Railway  to  a  point  just  east  of  La  Crosse,  Wis. ; 


102        FREIGHT  RATES— WESTERN  TERRITORY 

and  thence  east  of  the  Chicago  &  North-Western  Railway 
to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are 
Winona,  Waterville,  New  Richland,  and  Manchester, 
Minn. 

Group  22 

Same  as  on  Missouri  River  adjustment. 

Group  23 

Beginning  at  a  point  northwest  of  Waterville,  Minn., 
and  following  an  imaginary  line  to  a  point  north  of  St. 
Peter,  Minn. ;  thence  south  of  the  Chicago  &  North- West- 
ern Railway  to  a  point  north  of  Sleepy  Eye,  Minn. ;  thence 
south  of  the  Chicago  &  North- Western  Railway  to  a  point 
just  east  of  Rowena,  Minn. ;  thence  northwest  to  a  point 
just  south  of  Hanley  Falls,  Minn. ;  thence  east  of  the  Great 
Northern  Railway  to  a  point  just  south  of  Wilmar,  Minn. ; 
thence  west  of  the  Great  Northern  Railway  to  a  point  just 
south  of  Jasper,  Minn.;  thence  following  an  imaginary 
line  to  a  point  south  of  Hardwick,  Minn. ;  thence  north  of 
the  Chicago,  Rock  Island  &  Pacific  Railway  to  a  point  west 
of  Prairie  Junction ;  thence  north  of  the  Chicago,  St.  Paul, 
Minneapolis  &  Omaha  Railway  to  a  point  north  of  Man- 
kato,  Minn. ;  and  thence  north  of  the  Chicago  Great  West- 
ern Railroad  to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are  sta^ 
tions  on  the  Chicago  &  North- Western  Railway  from 
Rowena  to  Burchards,  Minn. 

Group  24 

Beginning  at  a  point  just  northwest  of  Waterville, 
Minn.,  and  thence  north  of  the  Chicago  Great  Western 


TO  TRANS-MISSOURI  TERRITORY  103 

Railroad  to  a  point  north  of  Mankato  Junction;  thence 
north  of  the  Chicago,  St.  Paul,  Minneapolis  &  Omaha  Rail- 
way to  a  point  just  west  of  Prairie  Junction,  Minn. ;  thence 
following  an  imaginary  line  south  of  the  Chicago,  Milwau- 
kee &  St.  Paul  Railway  to  the  Iowa  state  line ;  thence  east 
to  a  point  just  east  of  Lyle,  Minn. ;  thence  east  of  the  Chi- 
cago Great  Western  Railroad  to  a  point  north  of  Austin, 
Minn. ;  thence  north  of  the  Chicago,  Milwaukee  &  St.  Paul 
Railway  to  a  point  just  north  of  Albert  Lea,  Minn. ;  and 
thence  west  of  the  Minneapolis  &  St.  Louis  Railroad  to  the 
point  of  beginning. 

Representative  points  in  this  group  are  Mankato  and 
Albert  Lea,  Minn. 

Group  25 

Beginning  at  a  point  just  west  of  Moody,  Mo.,  and 
thence  west  of  the  Chicago,  Burlington  &  Quincy  Railroad 
to  but  not  including  Cuivre  Junction,  Mo. ;  thence  south 
of  the  Chicago,  Burlington  &  Quincy  Railroad  to  but  not 
including  West  Alton,  Mo. ;  thence  west  of  the  line  of  the 
Chicago,  Burlington  &  Quincy  Railroad  to  but  not  includ- 
ing St.  Louis,  Mo.;  thence  west  of  the  St.  Louis,  Iron 
Mountain  &  Southern  Railway  to  a  point  south  of  Nurs- 
ery, Mo. ;  thence  south  of  the  Missouri  Pacific  Railway  to 
a  point  just  south  of  Valley  Park,  Mo. ;  thence  south  of  the 
St.  Louis  &  San  Francisco  Railroad  to  a  point  just  south 
of  Pacific,  Mo. ;  thence  south  of  the  Missouri  Pacific  Rail- 
way to  a  point  just  south  of  Labadie,  Mo. ;  thence  south  of 
the  St.  Louis,  Kansas  City  &  Colorado  Railroad  to  a  point 
just  west  of  Bland,  Mo. ;  thence  following  an  imaginary 
line  directly  north  to  a  point  north  of  Bluff  ton,  Mo. ; 
thence  north  of  the  Missouri,  Kansas  &  Texas  Railway 


104        FREIGHT  RATES— WESTERN  TERRITORY 

to  a  point  just  north  of  Defiance,  Mo. ;  thence  north  via  an 
imaginary  line  to  a  point  just  west  of  Gilmore,  Mo. ;  thence 
west  of  the  St.  Louis  &  Hannibal  Railway  to  Bear  Creek, 
Mo. ;  and  thence  west  of  the  Chicago,  Burlington  &  Quincy 
Railroad  (but  not  including  Palmyra,  Mo.)  to  the  point 
of  beginning. 

Some  of  the  representative  points  in  this  group  are  sta- 
tions on  the  Missouri  Pacific  Railway  from  Mentor  to 
Creve  Coeur,  Mo. 

2.  Description   of  West  End  Groups 

Similarly,  the  states  in  Trans-Missouri  Territory  are 
grouped.  These  groups  are  known  as  the  West  End 
Groups. 

Group  E 

Beginning  at  a  point  just  south  of  Pleasant  Hill,  Mo., 
and  thence  east  of  the  Missouri  Pacific  Railway  to  a  point 
just  east  of  Carbon  Center,  Mo. ;  thence  east  of  the  Mis- 
souri Pacific  Railway  through  Nevada,  Lamar,  Carthage, 
WTebb  City,  and  Granby,  Mo. ;  thence  east  of  the  St.  Louis 
&  San  Francisco  Railroad  to  Neosho,  Mo. ;  thence  west  of 
the  Kansas  City  Southern  Railway  to  the  Missouri-Ar- 
kansas state  line ;  thence  east  on  the  Missouri- Arkansas 
state  line  to  a  point  just  east  of  the  place  where  the  St. 
Louis  &  San  Francisco  Railroad  crosses  the  state  line; 
thence  east  of  the  St.  Louis  &  San  Francisco  Railroad  to 
a  point  just  east  of  Springfield,  Mo. ;  thence  east  of  the 
St.  Louis  &  San  Francisco  Railroad  to  a  point  just  east  of 
North  Clinton,  Mo. ;  thence  east  of  the  Missouri,  Kansas 
&  Texas  Railway  to  a  point  just  south  of  Windsor,  Mo. ; 


TO  TRANS-MISSOURI  TERRITORY  105 

and  thence  south  of  the  Missouri,  Kansas  &  Texas  Rail- 
way to  the  point  of  beginning. 

Some  of  the  representative  points  in  this  group  are 
Anderson  and  Washburn,  Mo.,  Walnut  Grove,  Neb.,  and 
Seligman,  Mo. 

Group  F 

Beginning  at  a  point  just  north  of  Nevada,  Mo.,  and 
thence  westwardly  just  north  of  the  Missouri,  Kansas  & 
Texas  Railway  to  the  Kansas  state  line,  just  east  of  Fort 
Scott,  Kan. ;  thence  north  on  the  state  line  to  but  not  in- 
cluding Kansas  City,  Kan. ;  thence  following  an  imaginary 
line  south  of  Leeds,  Mo.,  to  a  point  west  of  Little  Blue, 
Mo.,  on  the  Missouri  Pacific  Railway;  and  thence  west  of 
the  Missouri  Pacific  Railway  to  the  boundary  line  of 
Group  E. 

Representative  points  in  this  group  are  Barton  and 
Raymore,  Mo. 

Group  G 

Beginning  at  a  point  just  south  of  Kansas  City,  Kan., 
and  thence  south  of  the  Atchison,  Topeka  &  Santa  Fe 
Railway  to  a  point  just  east  of  Lawrence,  Kan. ;  thence 
west  of  the  Atchison,  Topeka  &  Santa  Fe  Railway  to  a 
point  west  of  Vinland,  Kan. ;  thence  following  an  imag- 
inary line  south  of  Vinland,  Kan.,  and  east  of  Wellsville, 
Kan. ;  thence  south  to  a  point  west  of  Osawatomie,  Kan. ; 
thence  west  of  the  Atchison,  Topeka  &  Santa  Fe  Railway 
to  a  point  just  west  of  Chanute,  Kan. ;  thence  west  of  the 
Missouri,  Kansas  &  Texas  Railway  to  a  point  southwest 
of  Chetopa,  Kan. ;  and  thence  east  to  the  western  bound- 
ary line  of  Groups  E  and  F  to  the  point  of  beginning. 


106        FREIGHT  RATES— WESTERN  TERRITORY 

Representative  points  in  this  group  are  Badger,  Colum- 
bus, Rollin,  and  Radley,  Kan. 

Group  H 

Beginning  at  a  point  just  west  of  Kansas  City,  Mo.,  and 
following  the  Missouri  River  to  the  Nebraska  state  line ; 
thence  west  to  a  point  just  west  of  the  Missouri  Pacific 
Railway ;  thence  west  of  the  Missouri  Pacific  Railway  to 
a  point  south  of  Shannon,  Kan. ;  thence  following  an  im- 
aginary line  to  a  point  southwest  of  Lee,  Kan. ;  thence 
south  of  the  Leavenworth,  Kansas  &  Western  Railway  to 
a  point  west  of  Leavenworth,  Kan. ;  and  thence  west  of 
the  Atchison,  Topeka  &  Santa  Fe  Railway  to  the  northern 
boundary  line  of  Group  G,  just  west  of  Holliday,  Kan. 

Representative  points  in  this  group  are  Hiawatha, 
Quindaro,  and  Pomeroy,  Kan. 

Group  I 

Beginning  at  a  point  just  west  of  Lawrence,  Kan.,  and 
following  an  imaginary  line  to  a  point  just  west  of  Oska- 
loosa,  Kan. ;  thence  west  of  the  Missouri  Pacific  Railway 
(Kansas  City  North-Western  Division)  to  the  Nebraska 
state  line ;  and  thence  east  to  the  northwestern  boundary 
of  Group  H. 

Representative  points  in  this  group  are  Ontario  and 
McLouth,  Kan. 

Group  J 

Beginning  at  a  point  just  southwest  of  Lawrence,  Kan., 
and  thence  west  of  the  Atchison,  Topeka  &  Santa  Fe 


TO  TRANS-MISSOURI  TERRITORY  107 

Railway  to  a  point  just  west  of  Ottawa,  Kan.;  thence 
south  of  the  Atchison,  Topeka  &  Santa  Fe  Railway  to  a 
point  just  east  of  Emporia,  Kan.;  thence  following  an 
imaginary  line  to  a  point  north  of  Emporia,  Kan. ;  thence 
west  of  Emporia,  Kan.,  to  a  point  just  north  of  Potwin, 
Kan. ;  thence  south  of  the  Missouri  Pacific  Railway  to  a 
point  just  west  of  Newton,  Kan. ;  thence  following  an 
imaginary  line  to  a  point  northwest  of  Medora,  Kan. ; 
thence  west  of  the  Chicago,  Rock  Island  &  Pacific  Rail- 
way to  a  point  southwest  of  Hutchinson,  Kan.;  thence 
south  of  the  Missouri  Pacific  Railway  to  a  point  west  of 
Wichita,  Kan. ;  thence  west  of  the  Kansas  City,  Mexico 
&  Orient  Railway  to  a  point  west  of  Harper ;  thence  south 
of  the  southern  boundary  line  of  Kansas ;  and  thence  east 
to  the  western  boundary  line  of  Group  G. 

Representative  points  in  this  group  are  Anthony,  Cof- 
feyville,  and  Riverdale,  Kan. 

Group  K 

All  territory  west  of  the  western  boundary  lines  of 
Groups  G,  I,  J,  0,  and  R,  to  which  rates  are  published. 

Representative  points  in  this  group  are  Grand  Island 
and  Riverdale,  Neb. 

Group  L 

Beginning  at  a  point  just  northwest  of  Beatrice,  Neb., 
and  thence  west  of  the  Chicago,  Burlington  &  Quincy 
Railroad  to  a  point  just  south  of  Armour,  Neb.;  thence 
west  of  the  Kansas  City  North-western  Division  of  the 
Missouri  Pacific  Railway  to  the  Kansas  state  line ;  thence 
following  the  northern  boundary  line  of  Group  I  to  a 
point  just  south  of  Falls  City,  Neb. ;  thence  east  of  Falls 


108        FREIGHT  RATES— WESTERN  TERRITORY 

City,  Neb.,  and  north  of  the  Chicago,  Burlington  & 
Quincy  Railroad  to  a  point  just  north  of  Table  Eock,  Neb. ; 
and  thence  north  of  the  Chicago,  Eock  Island  &  Pacific 
Eailway  to  the  point  of  beginning. 

Eepresentative  points  in  this  group  are  Beatrice  and 
Mayberry,  Neb. 

Group  M 

Beginning  at  the  Kansas  state  line  just  south  of  Eulo, 
Neb.,  and  following  the  Missouri  Elver  to  a  point  just  east 
of  Omaha  Junction,  Neb. ;  thence  west  to  a  point  west  of 
the  Missouri  Pacific  Eailway  and  north  of  Omaha  Junc- 
tion, Neb. ;  thence  west  of  the  Missouri  Pacific  Eailway 
to  a  point  just  north  of  Salem,  Neb. ;  thence  north  of  the 
Chicago,  Burlington  &  Quincy  Eailroad  to  a  point  east  of 
Falls  City,  Neb.;  and  thence  south  to  the  Kansas  state 
line  and  east  to  the  point  of  beginning. 

Eepresentative  points  in  this  group  are  Union  and 
Paul,  Neb. 

Group  N 

Beginning  at  a  point  northwest  of  Omaha  Junction, 
Neb.,  and  thence  north  and  east  of  the  Missouri  Pacific 
Eailway  to  a  point  south  of  Louisville,  Neb. ;  thence  west 
of  the  Platte  Eiver  to  a  point  west  of  Yutan,  Neb. ;  thence 
following  an  imaginary  line  to  a  point  just  east  of  Arling- 
ton, Neb. ;  thence  north  of  the  Union  Pacific  Eailroad  to 
a  point  west  of  Sand  Pit,  Neb. ;  thence  west  of  the  Chi- 
cago &  North- Western  Eailway  to  a  point  just  west  of 
Wahoo,  Neb. ;  thence  west  of  the  Union  Pacific  Eailroad 
to  a  point  west  of  Lincoln,  Neb. ;  thence  west  of  the  Chi- 


TO  TRANS-MISSOURI  TERRITORY  109 

cago,  Burlington  &  Quincy  Railroad  to  the  northwestern 
boundary  of  Group  L ;  and  thence  following  the  northern 
boundary  of  Group  L  and  the  eastern  boundary  of  Group 
M  to  the  point  of  beginning. 

Representative  points  in  this  group  are  Lincoln,  Fre- 
mont, and  Walton,  Neb. 

Group  0 

Beginning  at  a  point  on  the  southwestern  boundary  of 
Group  L  and  following  the  Kansas  state  line  to  a  point 
just  west  of  Chester,  Neb.;  thence  west  of  the  Chicago, 
Burlington  &  Quincy  Railroad  to  a  point  west  of  Geneva, 
Neb.;  thence  west  of  the  Chicago,  Burlington  &  Quincy 
Railroad  to  a  point  just  west  of  David  City,  Neb. ;  thence 
north  to  a  point  just  west  of  Schuyler,  Neb. ;  thence  north 
of  the  Union  Pacific  Railroad  to  a  point  just  west  of  Sand 
Pit,  Neb.;  and  thence  following  the  western  boundary 
lines  of  Groups  N  and  L  to  the  point  of  beginning. 

Representative  points  in  this  group  are  Ames,  Steele 
City,  and  North  Bend,  Neb. 

Group  P 

Beginning  at  a  point  on  the  Missouri  River  just  north 
of  Omaha,  Neb.,  and  thence  west  to  a  point  east  of  West 
Side,  Neb. ;  thence  following  an  imaginary  line  to  a  point 
just  northwest  of  Omaha  Junction;  thence  east  to  the 
Missouri  River;  and  thence  north  of  the  Missouri  River 
to  the  point  of  beginning. 

A  representative  point  in  this  group  is  West  Side 
Junction,  Neb. 


110        FREIGHT  RATES— WESTERN  TERRITORY 

Group  Q 

Beginning  at  a  point  on  the  Missouri  Eiver  west  of 
Little  Sioux,  Iowa;  thence  west  to  a  point  northwest  of 
Eureka,  Neb. ;  thence  south  to  a  point  northwest  of  Ar- 
lington, Neb.;  thence  following  the  east  boundary  of 
Group  N  and  the  west  boundary  of  Group  P  to  the  Mis- 
souri River;  and  thence  north  on  the  Missouri  Eiver  to 
the  point  of  beginning. 

Representative  points  in  this  group  are  Meadow, 
Waterloo,  and  Millard,  Neb. 

Group  R 

Beginning  at  a  point  just  north  of  Arlington,  Neb.,  and 
following  the  northern  boundary  of  Groups  N  and  0  to  a 
point  northwest  of  Schuyler,  Neb.;  thence  following  an 
imaginary  line  north  to  a  point  west  of  Clarkson,  Neb. ; 
thence  northeast  to  a  point  north  of  Beemer,  Neb. ;  thence 
east  to  the  northeast  border  of  Group  M ;  thence  follow- 
ing the  west  boundary  of  Group  Q  to  the  point  of  be- 
ginning. 

Representative  points  in  this  group  are  Howell,  Kan., 
and  Dodge,  Neb. 

Group  S 

Beginning  at  a  point  just  north  of  Beemer,  Neb.,  and 
following  an  imaginary  line  east  of  Winside,  Neb.,  to  a 
point  south  of  Plain  View,  Neb. ;  thence  south  of  the  Chi- 
cago, Burlington  &  Quincy  Railroad  to  a  point  west  of 
O'Neill,  Neb.;  thence  following  an  imaginary  line  to  a 
point  on  the  Missouri  River  north  of  Niobrara,  Neb.; 


TO  TRANS-MISSOURI  TERRITORY  111 

thence  following  the  Missouri  River  to  the  northeast 
boundary  line  of  Group  Q;  and  thence  west  along  the 
northern  boundary  line  of  Groups  Q  and  R  to  the  point 
of  beginning. 
A  representative  point  in  this  group  is  Niobrara,  Neb. 

3.  Adjustment 

The  basing  factor  in  this  adjustment,  as  in  the  case  of 
the  Missouri  River  rates,  is  the  rate  from  St.  Louis  which 
is  first  arrived  at,  rates  from  other  territories  being  made 
with  relation  to  these  rates  under  a  differential  adjust- 
ment. 

Table  32  shows  the  rates  applying  between  points 
located  on  the  Union  Pacific  Railway  from  Kansas  City, 
Mo.,  to  Denver,  Colo.,  and  St.  Louis  and  other  groups. 

This  is  taken  as  a  representative  line  of  rates  in  this 
territory.  Rates  to  stations  on  other  lines  are  similarily 
established  and  the  treatment  of  one  should  suffice  for 
the  others. 

As  far  as  possible  the  rates  are  constructed  on  the  dis- 
tance principles,  the  short  line  distance  between  various 
points  being  taken  as  maximum. 


112        FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  32 

Class  Rates  Applying  Between  Certain  Stations  on  the 

Union  Pacific  Railway  West  of  Kansas  City  and 

St.  Louis,  Chicago,  and  Other  Groups 


■J. 

Between 

AND 

GROUPS 

Rates  in  Cents  Per  100  Pounds 

M 

Classes  2 

%i 

1 

o 

G 

4   5 

A 

B 

C 

D   E 

IT 

Bonner  Springs. 

Kan 

13 

00 

45 

35 

27  22 

24* 

19* 

17 

13*.  11 

39 

Lawrence,  Kan. . 

1 

74 

58 

45 

36  25 

30 

25 

22 

18  14 

69 

Topeka,  Kan. .  . . 

1 

SO 

62 

49 

38  28 

32 

26 

22 

18  15 

119 

Manhattan,  Kan. 

1 

90 

73 

60 

46  36 

38*. 

31* 

26 

21  10*. 

130 

Junction  C  i  t  y. 

Kan  

1 
1 

100 
106 

SI 
86 

66*. 
71 

51  42 
54*.  44*. 

43 

46*. 

35 
37*. 

28 
30*. 

22  16*. 

172 

Solomon,  Kan 

23*.  18 

i 

1 

107 

88 

72 

55  45 

47 

38 

31 

24  19 

377 

1 

141 

118 

98 

78  61 

66 

53 

44 

36  29 

44 

162 

127 

101 

80*  63 

74 

56 

50 

42  35 

30b 

1 

141 

118 

98 

78  61 

66 

53 

44 

36  29 

25 

162 

127 

1(11 

80*.  63 

74 

56 

50 

42  35 

1 

162 

127 

101 

80*  63 

74 

56 

50 

42  36 

550 

2 

171 

130  105* 

83|  65 

77]- 

59*. 

52 

44*  3S 

36 

180 

145 

110 

85  67 

8*4 

03 

54 

47  40 

4 

162 

127 

101 

80*.  63 

74 

56 

50 

42  30 

1 

162 

127 

101 

80*.  63 

74 

56 

50 

42  3(1 

618 

Watkins,  Colo.... 

o 

171 

136 

105*  82f  65 

T7J 

59* 

52 

44  \   38 

o 

ISO 

145 

110 

85  67 

80* 

63 

54 

47  40 

4 

162 

127 

101 

804,  63 

74 

50 

50 

42  36 

1 

162 

127 

101 

80*.  63 

74 

56 

50 

41*  33 

470 

2 

171 

136 

105£ 

82^  65 

77| 

59* 

52 

44  35*. 

o 
O 

ISO 

145 

110 

85  67 

so* 

63 

54 

46*  3S 

4 

162 

127 

101 

SO*  63 

74 

50 

50 

42  36 

1  From  Kansas  City.  Mo. 

-  Governed  by  the  Western  Classification. 

s  St.  Louis  Group. 

*  St.  Paul  Group. 

5  Peoria  Group. 

6  Chicago  Group. 


TO  TRANS-MISSOURI  TERRITORY  113 

The  figures  shown  in  the  first  column  indicate  the  actual 
distances  that  the  points  shown  are  from  Kansas  City, 
Mo. 

Note  particularly  that  the  increase  in  rates  from  the 
St.  Louis  Group  is  gradual  until  Ascalon,  Colo.,  is 
reached,  and  that  from  there  west  to  Walkins,  Colo., 
which  is  but  a  short  distance  from  Denver,  the  same  scale 
of  rates  is  applied.  This  is  the  St.  Louis-Denver  (Colo- 
rado Common  Point)  rate  and  is  held  as  a  maximum  and 
not  exceeded  at  intermediate  points.  The  same  principle 
involves  the  rates  from  St.  Paul,  except  that  in  the  case 
of  these  rates  the  blanketing  of  the  Denver  rate  is  begun 
much  nearer  the  Missouri  River  than  in  the  case  of  St. 
Louis.  This  is  due,  however,  to  the  greater  distance  in- 
volved in  the  haul  from  the  St.  Paul  Group  to  points 
located  in  these  groups. 

The  number  of  exceptions  made  to  the  following  basis 
prohibits  its  use  except  where  specific  rates  are  not  pub- 
lished from  these  groups. 

4.  Application  of  Rates 
To  make  through  rates  from  or  to  Group  2  (Peoria), 
Group  3  (Chicago),  and  Group  4  (St.  Paul),  add  the  dif- 
ferentials shown  in  Table  33  to  Group  1  (St.  Louis)  rates. 

TABLE  33 

Differentials  Used  in  Constructing  Through  Rates  from  or 
to  Peoria,  Chicago,  and  St.  Paul  Groups 


From 

OR 
>UPS 

Differentials  in  Cents  Per  100  Pounds 

to   Grc 

Classes 

i 

1 

2 

3 

4 

5 

A       B 

c 

D 

E 

Remarks 

2 

10 

10 

5 

2J 

2i 

3J      3| 

-i 

2i 

2i 

Over  St. 

3 

20 

20 

10 

5 

5 

7£      U 

5 

5 

5 

Louis 

4 

25 

24 

13 

7 

6 

m    Si 

6 

6£ 

6 

Rates 

i  Governed  by  the  Western  Classification. 


114        FREIGHT  RATES— WESTERN  TERRITORY 

For  example,  if  it  were  desired  to  construct  a  rate  from 
Peoria,  111.,  to  Salina,  Kan.,  by  referring  to  Table  32  it 
will  be  seen  that  no  rates  are  published  from  Peoria 
(Group  2).  The  basis  shown  in  Table  33  may  therefore 
be  used,  which  would  result  in  the  following  through 
rates : 

Classes 123      4  5  A  B  C  D  E 

St.  Louis  to  Salina, 

Kan 107  88  72  55  45  47  38  31  24  19 

Differentials    ...   10  10    5    2%  2%  3%  3%  2V2  2V2  2% 


Through  rates  ..117  9S  77  57y2  47%  50%  41%  33y2  26%  21  y2 

It  should  be  borne  in  mind  that  this  adjustment  is  not 
applied  when  through  rates  are  published  and  that 
through  rates  are  published  in  many  instances  wherein 
this  basis  is  disregarded,  as  is  shown  by  the  rates  from 
Groups  2,  3,  and  4  to  the  points  shown  in  Table  32. 

The  basis  for  the  construction  of  rates  from  other  east 
end  groups  is  set  forth  in  Table  34.  This  table  shows 
both  lettered  and  numbered  groups  and  care  should  be 
observed  that  the  proper  combination  of  lettered  and 
numbered  groups  is  employed  when  establishing  rates. 


TO  TRANS-MISSOURI  TERRITORY 
TABLE  34 


115 


Basis  for  Construction  of  Rates  Between  Stations  East  and 
West  of  the  Missouri  River 


Between 

AND 

Groups 

Groups 

Classes 

E 

F 

G 

H 

I 

J 

K 

L 

M 

N 

O 

P 

Q 

These  numbers  refer  to  notes  following 

the  table 

5 

1 

1 

1 

1 

1 

1 

2 

1 

1 

1 

1 

1 

1 

6 

3 

3 

3 

3 

3 

3 

2 

3 

3 

3 

2 

2 

2 

7 

1 

1 

1 

1 

1 

1 

2 

1 

1 

1 

2 

1 

2 

8 

4 

4 

4 

1 

1 

1 

2 

1 

1 

1 

2 

1 

2 

9 

1 

1 

1 

1 

1 

2 

2 

1 

1 

1 

o 

1 

1 

10 

1 

1 

1 

1 

2 

2 

2 

1 

1 

1 

2 

1 

1 

11 

1 

1 

2 

1 

2 

2 

2 

1 

1 

1 

2 

1 

1 

12 

1 

2 

2 

— 

2 

2 

2 

1 

1 

1 

2 

1 

1 

13 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

14 

1 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

2 

9 

15 

4 

4 

4 

1 

1 

<> 

2 

2 

2 

2 

2 

2 

2 

16 

1 

1 

1 

1 

1 

1 

2 

2 

2 

2 

2 

2 

2 

17 

4 

4 

4 

1 

1 

1 

2 

1 

1 

2 

2 

2 

18 

5 

5 

5 

1 

1 

1 

2 

1 

1 

2 

o 

2 

2 

19 

5 

5 

5 

3 

3 

3 

2 

2 

3 

2 

2 

2 

2 

20 

4 

4 

4 

1 

1 

2 

2 

2 

2 

2 

2 

2 

2 

21 

6 

6 

6 

6 

6 

6 

6 

0 

6 

6 

6 

6 

G 

22 

2 

2 

2 

2 

2 

2 

7 

5 

5 

5 

5 

5 

5 

23 

8 

8 

8 

S 

8 

8 

9 

8 

8 

S 

2 

8 

S 

24 

6 

6 

6 

6 

6 

6 

10 

8 

S 

8 

2 

8 

8 

25 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

Note  1.     Apply  Mississippi  River  rates. 

Note  2.  No  through  class  rates  are  authorized ;  some  few  commodity  rates 
are  published  but  these  are  on  no  general  basis. 

Note  3.  Apply  Group  2  (Peoria)  rates  or  Group  4  (St.  Paul)  rates,  which- 
ever are  lower. 

Note  4.     Apply  Peoria  rates. 

Note  5.     Apply  Chicago  rates. 

Note  6.  Apply  Group  3  (Chicago)  rates  or  Group  4  (St.  Paul)  rates,  which- 
ever are  lower. 

Note  7.  To  stations  in  Group  K  in  Colorado  and  Nebraska  apply  Chicago 
rates.    No  through  rates  are  in  effect  to  points  in  Group  K  in  Kansas. 

Note  8.     Apply  St.  Paul  rates. 

Note  9.  To  stations  in  Group  K  in  Colorado  and  Kansas  apply  St.  Paul 
rates.    To  stations  in  Group  K  in  Nebraska  no  through  rates  are  in  effect. 

Note  10.  To  stations  in  Group  K  in  Colorado  and  Kansas  apply  Group  3 
(Chicago)  rates  or  Group  4  (St.  Paul)  rates,  whichever  are  lower. 


116        FREIGHT  RATES— WESTERN  TERRITORY 

The  basis  set  forth  in  Table  34  is  used  in  the  following 
manner :  Suppose,  for  example,  it  is  desired  to  construct 
rates  between  Anthony,  Kan.,  and  Winona,  Minn. 
Anthony,  Kan.,  is  shown  in  Group  J  (west  end)  and  Wi- 
nona, Minn.,  is  shown  in  Group  21  (east  end).  Follow 
down  the  numbered  groups  shown  on  the  left  of  the  above 
table  until  Group  21  is  reached  and  then  follow  the  figures 
across  until  the  figure  under  the  lettered  group  "J"  is 
reached.  This  figure  is  6  and  refers  to  note  6  at  the  foot 
of  the  table,  which  states  that  between  points  located  in 
Groups  21  and  "J"  rates  are  made  the  same  as  the  Chi- 
cago or  St.  Paul  rates,  whichever  are  lower.  Referring 
to  Table  35,  it  will  be  found  that  no  rates  are  published 
from  either  Chicago  or  St.  Paul  and  it  becomes  necessary 
to  construct  those  rates  in  accordance  with  the  basis  pre- 
viously set  forth  in  Table  33,  using  the  Mississippi  River 
rate  shown  in  Table  35  as  the  basing  factor.  The  follow- 
ing is  an  illustration : 


Classes     1  2     3  4  5  AB        CDE 

Mississippi  River  to 

Anthony,    Kan....  124  102  S6  70  54  57       43     38     31     24 

Chicago    differentials  20  20  10  5  5  7%     7V2  5       5       5 


Through    rates     ....144     122  96    75     59     G4y2  50y2  43     36  29 

As  it  may  be  easily  seen  that  the  Chicago  differentials 
are  in  all  cases  less  than  those  applying  from  St.  Paul, 
there  is  no  occasion  to  apply  those  in  connection  with  the 
above  St.  Louis  rates,  because  they  would  result  in  higher 
rates  than  those  from  Chicago.  As  the  lower  of  the  two  is 
to  be  applied,  it  is  seen  that  the  scale  from  Winona,  Minn., 
to  Anthony,  Kan.,  would  be  the  Chicago  scale  above 
shown. 


TO  TRANS-MISSOURI  TERRITORY 
TABLE  35 


117 


Class  Rates  from   Mississippi  River   Group  to  West   End 

Groups 


BetweenMississippi 

River  Gkoup  and 

Groups 


E  (Anderson,  Mo.) .. 
F  (Barton,  Mo.) . .. 
G  (Peacock,  Kan.). 
H  (Quindaro,  Kan.) 
I  (Ontario,  Kan.). 
J  (Anthony,  Kan.) 
K   (Grand  Island, 

Neb.)    

L  (Beatrice,  Neb.)  .< 
M  (Union,  Neb.)... 
N   (Lincoln,  Neb.)  . . 

O   (Ames,  Neb.) 

Q   (Meadow,  Neb.). 


Rates  in  Cents  Per  100  Pounds 


Classes  i 
5     A        B 


C 


D 


E 


68 
52 
65 

45 
57 
124  102 


87 
62 

77 
60 

7:2 


58 
40 
52 
35 
41 
S6 


41  %  331/2  37 
32  25  23 
31 

22 
27 
54 


40 
27 
34 
70 


28      21%  18       17 

231/2  18  15       13 

35y2  271/2  211/2  17       15 

241/2  191/2  17  13%  11 

291/2  231/2  21  17%   14 

57       43       38  31       24 


111 
72 
60 
65 

70 
65 


90%  73 
57     43 


57       48       491/2  37%  321/2  241/2   I81/2 


45 
50 
55 
50 


35 
39 
44 
39 


35 
27 
31 
35 
31 


28 
22 
25 
28 
95 


30%  25 y2  23 

24y2  191/2  17 

27y2  22%  20 

30%  25%  22 

27%  22%  20 


19%  16 

I.31/2  11 

16%  14 

18%  15 

16%  14 


1  Governed  by  the  Western  Classification. 

It  must  be  understood,  however,  that  these  rates  do  not 
apply  to  all  points  in  the  same  groups ;  that  is,  different 
rates  are  applied  to  points  in  the  same  groups,  and  the 
tariff  should  always  be  consulted  to  determine  the  rates 
from  the  Mississippi  River,  etc. 

In  Table  35  are  reproduced  rates  to  all  of  the 
groups  shown  under  this  basis  which  are  published  by 
the  Western  Trunk  Line  Committee  in  Tariff  No.  18-H. 
Note  that  from  some  of  the  groups  on  the  west  end,  such 
as  R  and  S,  no  through  rates  are  published. 

Rates  are  not  shown  for  the  reason  that  the  lines  on 
which  points  in  these  groups  are  located  have  not  author- 
ized the  Western  Trunk  Line  Committee  to  publish  these 
rates  for  them,  but  continue  to  publish  the  rates  in  their 


118        FREIGHT  RATES— WESTERN  TERRITORY 

individual  issues.  The  rates  so  published,  however,  are 
in  conformity  with  the  basis  set  forth,  which  is  agreed  to 
by  all  lines  in  this  territory. 

5.  Local  Rates 

In  Tables  36  and  37  are  some  of  the  class  distance  rates 
of  the  Chicago  &  North-Western  and  Wyoming  &  North- 
western railroads,  which  are  used  in  constructing  rates 
between  points  in  Nebraska,  South  Dakota,  and  Wyoming. 
These  rates  are  used  generally  on  local  traffic  and  are 
applied  from  all  points  which  may  not  be  affected  by  some 
through  adjustment.  Note  particularly  that  the  rates 
for  some  of  the  distances  are  not  the  same.  This  is  due 
to  the  fact  that  these  rates  are  established  by  the  indi- 
vidual carriers  without  regard  to  the  action  taken  by 
competing  lines,  except  that  when  deemed  advisable  the 
longer  line  may  elect  to  meet  the  short-line  rates,  if  less, 
at  some  junction  points.  If  this  is  done,  it  becomes  neces- 
sary to  reduce  to  the  junction-point  basis  all  points  up  to 
the  junction. 

TABLE  36 

Class  Distance  Rates  Applying  Between  Stations  on  the 
Chicago  &  North-Western  Railway  in  Nebraska 


Rates 

i  in  Cents  Per  100  Pounds 

Miles 

1 

2 

3 

4 

Classes  1 
5     A 

B 

C 

D 

E 

5 

13 

20 

28 

52 

73 

110 

160 

184 

11 
17 

25 
45 

65 
102 
152 
173 

9 
15 
22 

40 

5S 

88 

126 

156 

7 
13 
19 
35 
46 
76 
106 
136 

6     6 

9    9 

14    14 

30    24 

41    34 

71    64 

101    94 

130   115 

5 
8 
30 
16 
26 
50 
74 
94 

4 
7 
8 
14 
22 
40 
60 
76 

4 
5 

6 
10 
16 
31 
43 
53 

3 

20 

3.5 

40 

4 

100 

7 

200 

10 

400 

22 

500 

27 

600 

32 

i  Governed  by  the  Nebraska  Classification. 


TO  TRANS-MISSOURI  TERRITORY 
TABLE  37 


119 


Class  Distance  Rates  Applying  Between  Stations  on  the 

Wyoming  &  North-Western  Railway  and  Chicago  & 

North-Western  Railway  in  Wyoming,  Nebraska, 

and  South  Dakota  (West  op  the  Missouri  River) 


Miles 

Rates 

in  Cents  Pee  100  Pounds 

1 

2    3 

Classes i 
4    5    A    B   C 

D 

E 

5 

13 

24 
34 
62 
88 
126 
266 

11    9 
20   18 
30   26 
54   46 
78   67 
116   98 
215  191 

7    6    6    5    4 
16   12   11   10    8 
23   18   17   12   10 
41   36   29   19   17 
55   50   41   31   26 
84   79   70   56   44 
170  165  146  124  106 

4 
6 
7 
12 
20 
36 
81 

3 

20 

4 

40 

6 

100 

8 

200 

13 

400 

22 

750 

39  y2 

l  Governed  l>y  the  Western  Classification. 


CHAPTER  VIII 
rates  to  and  from  colorado  common  points 

1.  Development 

In  applying  the  basis  used  in  the  construction  of  rates 
to  points  in  this  territory,  Denver,  Pueblo,  and  Trinidad, 
Colo.,  Cheyenne,  Wyo.,  Eoyce,  N.  M.,  and  several  hun- 
dred other  stations  which  are  intermediate  or  adjacent 
thereto  are  grouped  and  given  the  territorial  designation 
of  Colorado  Common  Points.  The  list  varies  somewhat 
according  to  where  the  traffic  originates  and  the  direction 
of  movement,  thus  necessitating  reference  to  the  tariff:  or 
territorial  directories  of  the  carriers  for  information  as 
to  what  points  are  included  in  the  term  in  actual  practice. 

Within  recent  years  the  basis  for  rates  to  and  from  this 
territory  has  been  before  the  Interstate  Commerce  Com- 
mission for  consideration  as  to  the  reasonableness  of  the 
rates  so  established  and  in  one  of  the  hearings  the  Com- 
mission stated  the  early  rate-construction  practice  em- 
ployed in  this  territory  in  the  following  language : 

As  railroads  were  constructed  into  the  undeveloped  west  and, 
for  a  time  at  least,  had  their  western  termini  at  the  east  bank  of 
the  Mississippi  River,  it  seems  natural  that  when  the  river  was 
crossed,  and  rates  were  established  to  points  beyond,  they  should 
be  constructed  by  adding  certain  sums  to  the  rates  already  estab- 
lished to  the  river,  and  as  additional  lines  were  built  and  addi- 
tional railroad  crossings  over  the  Mississippi  River  were  con- 

120 


TO  AND  FROM  COLORADO  COMMON  POINTS     121 

strueted,  competition  between  carriers  and  localities  naturally 
established  common  rates  to  the  Mississippi  River  crossings, 
especially  when  applied  to  traffic  going  beyond. 

As  the  west  was  further  developed,  this  same  condition  and 
like  results  followed  at  the  several  crossings  of  the  Missouri 
River.     *     *     •» 

This  has  been  fully  explained  in  so  far  as  the  rates  from 
Official  Classification  Territory  to  Mississippi  River 
Crossings  are  concerned  in  the  treatise  devoted  to  that 
subject.  As  to  the  rates  from  Official  Classification  Ter- 
ritory to  Missouri  River  Crossings,  Chapter  II  of  this 
work  gives  an  explanation. 

Following  this  practice,  the  rates  to  the  Mississippi 
River  were  combined  with  those  from  the  Mississippi 
River  to  the  Missouri  River  and  with  those  from  the 
Missouri  River  to  Denver,  Colo.,  or  Colorado  Common 
Points,  in  establishing  through  rates. 

The  following  figures  show  the  rates  applying  from  the 
Missouri  River  to  Denver,  Colo.,  from  1886  up  to  the  time 
that  the  Commission  reviewed  the  adjustment : 

Classes  1    2   3   4   5    A    BC   D    E 

1S86  210  170  140  115  100  100   75   65   40   50 

1894  160  130  110   90   75   85   65   55   45   40 

1895  to  1907.125  100   80   65   50   60   45   40   35   30 

As  was  said  in  the  preceding  chapter,  rates  between 
Missouri  River  Points  and  points  east  of  Colorado  Com- 
mon Points  are  made  on  the  distance  principle,  i.  e.,  in- 
creased as  the  distance  increases,  until  the  Colorado 
Common  Point  basis  is  reached ;  from  there  on  this  rate 
is  blanketed  or  extended  to  cover  all  intermediate  stations, 
the  Colorado  Common  Points  fixing  a  maximum  scale  of 
rates  above  which  intermediate  points  are  not  held. 

1 15  I.  C,  C.  Rep.,  559. 


122        FREIGHT  RATES— WESTERN  TERRITORY 

The  following  will  show  the  method  employed  in  con- 
structing through  rates  from  adjoining  territories  to 
Colorado  Common  Points  under  the  old  adjustment, 
taking  New  York  as  the  point  of  origin : 

Classes    1  2        3        4        5 

Rates  i  from  New  York  to  Mississippi 
River     S8      76      59      41      35 

Rates  2  from  Mississippi  River  to  Mis- 
souri River   60      45       35       27       22 

Rates  2  from  Missouri  River  to  Denver, 

Colo 125     100      SO       65       50 

Through    rates    273    221    174    133    107 

1  Governed  by  the  Official  Classification. 

2  Governed  by  the  Western  Classification. 

The  Interstate  Commerce  Commission,  in  this  investi- 
gation, held  that  this  basis  was  unduly  discriminatory 
in  favor  of  the  Missouri  Eiver  cities  and  as  against  Den- 
ver, and  prescribed  the  following  rates  to  apply  from 
Chicago  and  from  the  Mississippi  Eiver  to  Colorado  Com- 
mon Points : 

Classes   1        2        3       4       5        A      BC      D       E 

Chicago     180     145     110    85       67     80%  63     54     47     40 

Mississippi  River.  162    129     101    80%  63     74       56     50    42     36 

Subsequently  the  rates  from  the  Missouri  Eiver  Cross- 
ings to  Denver  were  readjusted,  the  rates  being  reduced 
from  and  to  the  figures  shown  below : 

Classes  1    2   3   4   5  A   B  C  D  E 

Former  rates  125  100  bO     65  50  60  45  40  35  30 

Reduced  rates  115   92  74  00  47  56  42  37  33  29 

In  this  adjustment,  as  in  others  in  Western  Territory, 
much  consideration  must  be  given  in  regard  to  placing 
the  markets  of  production  and  the  jobbing  centers  on  a 


TO  AND  FROM  COLORADO  COMMON  POINTS     123 

relative  basis  of  equality.    Indeed,  in  this  investigation 
the  Interstate  Commerce  Commission  stated : 

*  *  *  Jobbers  buying  their  goods  at  a  common  source  of 
supply  and  selling  them  in  a  common  market  of  consumption 
should  be  able  to  do  so  on  a  relatively  fair,  if  not  equal,  aggregate 
of  inbound  and  outbound  transportation  charges.  As  applied 
to  this  case  the  theory  is  that  the  carload  rate  from  Chicago  or 
from  the  Mississippi  River  to  Denver  plus  the  less-than-carload 
rate  from  Denver  to  Grand  Junction  or  other  consuming  points 
ought  not  to  exceed  by  more  than  a  reasonable  margin  the  similar 
combination  on  the  Missouri  River,  and  also  ought  not  to  exceed 
the  through  less-than-carload  charge  direct  to  Grand  Junction.2 

2.  Eastbound  Rates 

The  order  of  the  Commission  affected  only  westbound 
rates.  The  eastbound  rates  which  were  not  included  in 
this  investigation  were  somewhat  higher.  Subsequently 
these  rates  were  also  made  the  subject  of  a  complaint 
before  the  Interstate  Commerce  Commission  and  the  re- 
sult was  that  they  were  ordered  to  be  reduced  to  the  St. 
Louis  and  Chicago  rates,  not  to  exceed  those  applicable 
on  westbound  traffic. 

The  rates  currently  in  effect  between  Colorado  Common 
Points  and  eastern  points  of  origin  and  destination  are 
shown  in  Table  38. 

2  28  I.  C.  C.  Rep.,  82-86. 


124        FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  38 

Class  Rates  Between  Colorado  Common  Points  and  Groups 

Named 


Between 

Rates  in  Cents  Per  100  Pounds 

Colorado  Common  Points 

Classes 

and 

12        3 

4        5       A       B       C      D 

E 

Chicago,  Ill.i 

180 

145 

110 

So 

07 

S2y2 

63 

54 

47 

40 

Duluth,  Miim.i 

107 

157 

124 

97% 

73 

88 

68 

60 

51 

44 

Memphis,  Tenn.i 

Local 

ISO 

145 

110 

85 

67 

soy2 

63 

54 

47 

40 

Proportional 

162 

127 

101 

79 

62 

74 

56 

50 

42 

36 

Peoria,  Ill.i 

171 

136 

105  y2 

S2% 

65 

77  y4 

59% 

52 

44% 

38 

Mississippi  River  i 

162 

127 

101 

80% 

63 

74 

56 

50 

42 

36 

St.  Paul.  Minn.i 

162 

127 

101 

soy2 

63 

74 

56 

50 

42 

36 

Missouri  River  i 

115 

92 

74 

60 

47 

56 

42 

37 

33 

29 

New  Orleans,  Mobile,  Baton 

Rouge,  Vickstrarg  2 

205 

165 

125 

97 

77 

92 

72 

62 

53  y2 

46 

1  Governed   by   the    Western    Classification.      Trans-Missouri    Freight   Tariff 
No.  11-1. 

2  Governed    by   the    Western    Classification.      Trans-Missouri    Freight   Tariff 
No.  12-H. 


3.  All-Rail  Eates  prom  and  to  Central  Freight  Associ- 
ation and  Trunk  Line  Territories 

No  through  rates  are  published  via  all-rail  routes  from 
Central  Freight  Association  and  Trunk  Line  territories, 
or  from  points  in  the  southeast,  rates  being  made  on  a 
combination  based  on  either  the  Mississippi  River  or  the 
Chicago  rates,  whichever  afford  the  lower  basis. 


4.  Rates  from  New  Orleans 

From  New  Orleans,  La.,  the  Illinois  Central  Railroad 
has,  for  a  number  of  years,  applied  as  a  basis  for  through 


TO  AND  FROM  COLORADO  COMMON  POINTS     125 

rates  the  scale  which  was  in  effect  between  Chicago  and 
Denver  prior  to  the  time  that  the  Interstate  Commerce 
Commission  ordered  the  above  reductions. 

These  rates  were  included  in  the  investigation  and  the 
Commission  sustained  the  carriers  in  the  application  of 
this  basis,  which  is  also  applied  from  Mobile,  Ala.,  Baton 
Rouge,  La.,  and  Vicksburg,  Miss. 

5.  Rates  from  Tbtjnk  Lixe  Tebeitory  via  Rail- 
axd-Water  Routes 

In  competing  for  a  share  of  this  traffic  the  water  lines 
operating  from  eastern  ports  to  South  Atlantic  ports, 
such  as  Charleston,  S.  C,  Wilmington,  N.  C,  and  Sa- 
vannah and  Brunswick,  Ga.,  and  the  Mexican  Gulf  ports 
of  New  Orleans,  Texas  City,  and  Galveston,  and  their 
rail  affiliations  use  the  all-rail  rates  from  Trunk  Line 
Territory  as  the  basis  by  which  to  construct  rates  via 
their  routes. 

(a)  From  Atlantic  Seaboard  Territory 

The  competition  of  these  routes  is  strong  and  aggres- 
sive and  while  the  nature  of  the  competition  is  entered 
into  more  fully  in  the  construction  of  rates  to  South- 
western Territory,  it  may  be  stated  that  the  service  via 
these  routes  compares  favorably  both  as  to  time  and 
efficiency  with  that  of  the  all-rail  lines  and  in  addition 
thereto  affords  an  opportunity  to  effect  quite  a  saving 
in  freight  charges  by  reason  of  the  lower  scale  of  rates 
in  effect. 

The  rates  via  the  all-rail  lines,  as  previously  stated, 
are  made  on  combinations  on  Chicago   or  Mississippi 


126        FREIGHT  RATES— WESTERN  TERRITORY 

River  rates,  whichever  are  less.  The  water  lines  taking 
these  rates  as  the  basis  adjust  their  rates,  using  a  scale 
of  differentials  under  the  rail  rates. 

Thus,  under  the  old  adjustment,  the  all-rail  rates  from 
New  York  to  Denver  would  be  constructed  in  the  following 
manner : 

Classes     1      2      3      4      5      A      B        CD       E 

All-rail    rates 273  221  174  133  107  119%  93%  86  77y2  70 

Differentials    39    30     26     16     14     11       11       11  11       11 

Through   rates    234  191  148  117     93  108%  82%  75  66%  59 

The  rates  via  the  water  lines  are  continued  in  effect  as 
they  were  not  included  in  the  Commission's  order. 

Seaboard  Territory  may  be  roughly  described  as  that 
territory  lying  east  of  the  Western  Termini  of  the  Trunk 
Lines  and  on  and  north  of  the  line  of  the  Norfolk  &  West- 
ern Railway  to  the  Atlantic  Ocean. 

Since  the  reduced  rates  ordered  by  the  Interstate  Com- 
merce Commission  have  been  published  from  Chicago 
and  Mississippi  River  Points  to  Colorado  Common  Points, 
the  application,  via  the  water  line,  of  rates  on  any  fixed 
differential  basis  has  been  held  in  abeyance. 

The  differences  existing  in  the  present  class  rates  from 
New  York  to  Colorado  Common  Points  via  the  all-rail 
lines  as  contrasted  with  the  Gulf  routes,  develop  that  the 
Gulf  rates  are  the  following  figures  in  cents  per  hundred 
weight  less  than  the  all-rail  rates : 

Classes    1      2      3      4    5     A      B     C      D     E 

Differences  (in  cents) ..  .16    12    12    4    4     %     2%     4    4%     6 

These  differences  result  from  the  differences  in  class 
rates  west  of  Chicago  and  the  Mississippi  River,  and 
from  the  fact  that  the  Gulf  lines  maintain  the  through 


TO  AND  FROM  COLORADO  COMMON  POINTS     127 

class  rates  which  were  in  effect  prior  to  the  reductions 
authorized  by  the  Commission. 

In  Table  39  are  shown  the  current  class  rates  from 
Atlantic  Seaboard  Territory  to  Colorado  Common  Points. 
In  Table  40  are  shown  certain  proportional  water-and-rail 
class  rates  applying  to  the  Mississippi  River,  applicable 
on  traffic  destined  beyond,  and  also  the  proportional  all- 
rail  class  rates  to  the  Mississippi  River,  which  are  used 
in  combination  with  the  rates  applying  from  Mississippi 
River  Points  in  constructing  through  rates  via  all-rail 
lines  to  these  destinations. 

6.  Rates  to  Points  Made  with  Relation  to 
Colorado  Common  Points 

Rates  to  some  other  points  which  may  be  closely  related 
or  situated  to  points  taking  the  Colorado  Common  Point 
basis  are  made  by  adding  to  the  Colorado  Common  Point 
rates  certain  arbitraries  or  differentials,  which  are  usually 
less  than  the  local  rates  between  the  same  points. 

Rates  to  the  stations  located  on  the  St.  Louis,  Rocky 
Mountain  &  Pacific  Railway,  west  of  Des  Moines,  N.  M., 
to  and  including  Ute  Park,  N.  M.,  a  distance  of  almost 
100  miles,  are  made  by  adding  differentials  to  the  Trini- 
dad (Colorado  Common  Point)  rates  as  follows: 

Classes    1       2  3  4  5  A       BC  D  E 

Chicago  to  Trinidad 

rates    ISO  145  110  85  67  82^63     54  47  40 

Differentials    20    18  17  15  5  7         5      5  5  5 

Through  rates 200  163  127    10    72    89y2  68    59    52    45 


128        FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  39 

Class  Rates  from  Atlantic  Seaboard  Territory  to  the  Mis- 
sissippi River  and  Groups  Specified  West  Thereof 


From  Atlantic  Seaboard 
Territory  to  Groups 


Colorado  Coinruon  Points? 
Raton,  N.  M.2 

Mississippi  River  Crossings3 
Memphis,  Tenn.3 
Proportional  rates  from 

Mississippi  River  to 

Missouri  River  4 


Rates  in  Cents  Per  100  Pounds 


1     2 


Classes  i 
3     4     5       A        BCD 


E 


234 

191 

148 

no 

93 

108% 

82% 

75 

66% 

254 

209 

105 

131 

98 

1151/2 

S7i/o 

80 

711/2 

72 

04 

47 

37 

31 

34 

26 

25 

24 

72 

04 

47 

35 

30 

34 

26 

25 

24 

55 

41 

32 

24 

20 

22 

18 

15 

12 

59 
64 
23 
23 


10 


1  Governed  by  the  Western  Classification. 

2  Via  steamship  to  Galveston  and  New  Orleans.     Wm.  J.  Sedgeman's  (Agent) 
Freight  Tariff  No.  6. 

3  Applies  only  on  traffic  destined  to  Colorado  Common  Points.    Wm.  J.  Sedge- 
man's  (Agent)  Freight  Tariff  No.  7. 

4  Governed  by  the  Western   Classification.      Wm.   J.    Sedgeman's  and   W.   H. 
Hosmer's  (Agents)  Freight  Tariff  No.  3-B. 

TABLE  40 

Proportional  Rates 


Proportional 

Wateb-and- 

Proportional   All-Rail 

Rail  Rates  to  Mississippi 

Kates 

to  , 

Mississippi 

From 

River 

River  1 

Classes  2 

Classes  2 

1 

2 

3 

4 

5 

6 

1 

2 

3 

4 

5        6 

Boston  s 

S3 

72 

56 

38 

33 

2S 

88 

76 

59 

41 

35      29 

New  York 

78 

68 

53 

37 

31 

26 

88 

76 

59 

41 

34      29 

Philadelphia 

72 

62 

51 

35 

29 

24 

S2 

70 

57 

39 

33      27 

Baltimore 

70 

60 

50 

34 

28 

23 

80 

68 

56 

38 

32      26 

Richmond 

02 

54 

46 

31 

26 

21 

72 

62 

52 

35 

30      24 

1  These  are  the  East  St.  Louis  rates  authorized  to  the  upper  Mississippi  River 
Crossings,  with  the  standard  westbound  differentials  applied. 

2  Governed  by  the  Official  Classification. 

3  Proportional  rates  applicable  on  traffic  via  South  Atlantic  and  Gulf  ports 
destined  to  points  on  and  west  of  the  Missouri  River. 


CHAPTER  IX 
rates  to  and  from  utah  common  points 

1.  Development 

In  this  adjustment,  used  in  constructing  rates  to  points 
in  the  Far  West  and  Southwest,  the  influences  of  water 
competition  are  felt  to  a  great  extent. 

The  carriers'  contention  is  that  rates  from  Atlantic 
Seaboard  to  Pacific  Coast  points  are  forced  to  an  excep- 
tionally low  level  in  order  to  meet  the  water  competition 
between  the  coasts.  This  competition  is  due  to  the  low 
scale  of  rates  established  by  the  carriers  operating 
around  Cape  Horn,  through  the  Strait  of  Magellan,  and 
by  way  of  the  Isthmus  of  Panama.  Also,  the  cities  on  the 
Pacific  slope  receive  supplies  by  water  from  different 
countries  of  the  globe  at  exceedingly  low  water  rates. 
While  a  rate  forced  by  water  competition  cannot  be  used 
as  a  standard  of  reasonableness  by  which  to  measure 
other  rates,  the  Interstate  Commerce  Commission  has 
held  that  the  fact  that  there  is  a  water  route  from  a  given 
point  to  a  certain  destination  affording  a  low  and  reason- 
able rate  does  not  justify  the  Commission  in  permitting 
the  rail  carriers  to  charge  a  high  and  unreasonable  rate 
on  traffic  between  these  points. 

Likewise,  as  will  be  illustrated  in  the  treatise  devoted  to 
the  construction  of  rates  in  Southwestern  Committee 
Territory,  the  coastwise  lines  operating  between  points 

129 


130       FREIGHT  RATES— WESTERN  TERRITORY 

located  on  the  eastern  seaboard  and  gulf  ports  also  tend 
to  depress  the  natural  level  of  the  rates  to  and  from  these 
territories  and  points  adjacent  thereto. 

As  stated  in  the  Traffic  Glossary,  Ogden  and  Salt  Lake 
City  are  the  two  common  points,  but  there  is,  as  is  the  case 
with  the  Colorado  Common  Points,  a  varying  list  of 
points  located  in  Utah  and  adjoining  states  to  which  this 
basis  is  applied. 

These  rates  have  also  been  subject  to  complaint  before 
the  Interstate  Commerce  Commission,  a  reduced  basis 
having  been  established  by  it.  Under  a  complaint  sub- 
mitted by  the  Commercial  Club  and  Traffic  Bureau  of 
Salt  Lake  City,  Utah,  December  16,  1909,  the  class  rates 
in  both  directions  between  Chicago,  Mississippi  River,  and 
Missouri  River  rate  territories  on  the  one  hand  and  the 
Utah  Common  Points  on  the  other  hand  were  stated  to 
be  unreasonable  and  discriminatory  in  so  far  as  Salt  Lake 
City  was  concerned. 

The  rates  in  existence  at  that  time  from  the  following 
points  were : 

Classes     1      2      3      4      5      A  B        CD      E 

Chicago 2S5  240  198  160  133  138       110      97  69      58 

Mississippi    River. 265  220  188  155  128  130%  102y3  92  64       53 
Missouri    River. .  .205  175  153  128  106  106        83      75  50 V£  42 

After  reviewing  the  evidence,  the  Commission  pre- 
scribed the  following  rates  as  reasonable  rates  for  the 
future : 


Classes    1      2     3       4      5    A  B  C  DE 

Chicago    245  207  172  139  115  115  95  84  62    52 

Mississippi  River 227  189  163  134  111  111  88  80  57     48 

Missouri  River 190  162  142  119    98    98  77  70  50    42 


TO  AND  FROM  UTAH  COMMON  POINTS  131 

2.  All-Rail  Rates  from  Central  Freight  Association 
and  Trunk  Line  Territories 

All-rail  rates  from  Central  Freight  Association  Terri- 
tory and  Trunk  Line  Territory  are  constructed  on  the 
basis  of  the  lowest  combination  based  on  Chicago,  Missis- 
sippi River,  or  Missouri  River  rates  set  forth. 

3.  Differential  Rates  from  Atlantic  Sea- 
board Territory 

Specific  through  rates  from  Atlantic  Seaboard  Terri- 
tory to  Utah  Common  Points  were  formerly  published  by 
the  water  carriers  serving  the  South  Atlantic  and  Gulf 
ports.  These  rates  were  considerably  less  than  the  all- 
rail  rates,  the  differential  on  first-class  traffic  being  35 
cents  per  hundred  weight  under  the  all-rail  figure.  Since 
the  reductions  were  ordered  by  the  Commission,  this 
fixed  differential  basis  has  been  abandoned  and  through 
rates  are  no  longer  published,  except  on  some  few  com- 
modities on  which  through  rates  are  published  from  At- 
lantic Seaboard  Territory  to  Spokane,  Wash.,  which 
rates  are  applied  as  maxima  to  Salt  Lake  City  and  other 
Utah  Common  Points.  The  class  rates  and  rates  on  other 
commodities  are  provided  for  under  the  factor  methods, 
that  is,  the  tariff  shows,  in  various  sections,  rates  ap- 
plicable east  and  west  of  the  Mississippi  River,  which 
when  combined  with  stated  factors  east  or  west  produce 
the  charge  to  be  applied.  The  factors  which  apply  east  of 
the  Mississippi  River  from  Boston,  Mass.,  New  York, 
N.  Y,.  Philadelphia,  Pa.,  and  Baltimore,  Md.,  are : 

Classes  ..1  2  3  4  5  6        R25     R26    R28 

Rates 72        64        47        Co        30        26        54        38        40 


132       FREIGHT  RATES— WESTERN  TERRITORY 

These  rates  are  governed  by  the  Official  Classification. 
The  factors  applying  west  of  the  Mississippi  River  to  the 
Utah  Common  Points  are : 

Classes.  ..1  2345A  BODE 

Rates 227     1S9     1G3     134     111     111       88       SO      57      48 

These  rates  are  governed  by  the  Western  Classification. 

Observe,  particularly  in  the  instance  of  the  factors 
applying  east  of  the  Mississippi  River,  how  much  less 
the  rates  are  than  those  applying  via  the  all-rail  routes. 

As  an  illustration  of  the  working  of  this  basis,  assume 
that  an  article  was  classified  as  taking  the  fifth-class  rate 
in  the  Official  Classification  and  as  taking  the  Class  A  rate 
in  the  Western  and  that  the  shipment  was  being  made 
from  Boston,  Mass.  The  through  rate  applicable  via 
these  differential  routes  would  be  obtained  by  taking  the 
fifth-class  rate  applicable  to  the  Mississippi  River,  viz., 
30  cents,  and  adding  it  to  the  rate  applying  west  of  the 
Mississippi  River,  which  is  $1.11.  This  would  produce 
a  through  rate  of  $1.31,  which  would  be  applied  in  this 
instance. 

These  rates  apply  via  either  the  water  lines  through 
the  South  Atlantic  ports  or  via  the  lines  serving  the  Mexi- 
can Gulf  ports  of  Galveston  or  New  Orleans. 

4.  Rates  to  Points  Taking  Differentials  over  Utah 

Common  Points 

As  is  the  case  in  regard  to  the  application  of  the  Colo- 
rado Common  Point  basis,  certain  differentials  have  been 
established  by  the  carriers  for  the  construction  of  rates 
to  points  adjacent  to  the  Utah  Common  Points,  which 


TO  AND  FROM  UTAH  COMMON  POINTS 


133 


when  added  to  the  Utah  Common  Point  rates  make  the 
through  rates  to  be  applied. 

To  make  through  class  rates  from  and  to  Utah  points 
named,  add  the  differentials  set  forth  in  Table  41  to  Utah 
Common  Point  rates. 

TABLE  41 

Utah  Differential  Group 


Stations  on 

Differentials  in  Cents  Per  100  Pounds 
Over  Utah  Common  Point  Rates 

S.  P.  L.  A.  &  S.  L.  R.  R.i 

Classes  2 
12      3      45      ABODE 

Garfield   

18     1G     14     12     10     10      8       7       5       5 

Riter  3    

15     13     11       9      8      8      6      5      4       4 

Mammoth    

46     42     37     31     25     22     18     14     11       9 
46     42    37     31     25     22     18     14    11       9 

Silver  City  

46    42    37     31     25     22     18     14    11       9 
46    42    37     31     25     22     18     14    11       9 

Nephi    

25     21     18     15     13     13     10       9       6       5 

1  San  Pedro,  Los  Angeles  &  Salt  Lake  Railroad. 

2  Governed  by  the  Western  Classification. 

3  Non-agency  station. 


TEST  QUESTIONS 

These  questions  are  for  the  student  to  use  in  testing 
his  knowledge  of  the  assignment.  The  answers  should 
be  written  out,  but  are  not  to  be  sent  to  the  University. 

1.  What  states  are  embraced,   as  a  whole  or  in  part,   by 
Western  Trunk  Line  Territory? 

2.  Are  interstate  rates  based  to  some  extent  on  rates  pre- 
scribed by  state  commissions  ? 

3.  What  are  " Class  (A)  "  railroads? 

4.  To  what  extent  may  rates  on  "Class  (B)  "  railroads  exceed 
the  rates  on  "Class  (A)  "  railroads? 

5.  What  was  the  primary  cause  for  the  reduction  of  the 
Illinois  class  rates  in  1906? 

6.  How  does  the  topography  of  Illinois  affect  the  rates  within 
the  state  ? 

7.  How  do  the  class  rates  in  Iowa  compare  with  those  in 
Illinois  ? 

8.  On  what  basis  is  the  difference  justified? 

9.  On  what  basis  are  joint  rates  constructed  in  the  State  of 
Iowa? 

10.  Which  of  the  states,  Illinois  or  Iowa,  is  the  more  liberal 
with  respect  to  the  establishment  of  commodity  rates  ? 

11.  What  state  commissions  in  Western  Trunk  Line  Territory 
prescribe  individual  classifications? 

12.  Is  the  basis  for  class  rates  prescribed  by  the  Missouri 
Railway  Commission  applied  to  the  entire  state  ?  How  do  these 
rates  compare  with  those  in  effect  in  Illinois  ?    In  Iowa  ? 

13.  Why  are  the  rates  in  Wisconsin  less  uniform  than  the 
rates  in  Illinois  and  Iowa? 

14.  By  whom  are  the  rates  in  Wisconsin  and  Michigan  (North- 
ern Peninsula)  published? 

15.  How  is  the  State  of  Michigan  divided  between  the  Official 
and  Western  classifications  ? 

134 


TEST  QUESTIONS  135 

16.  How  do  the  Michigan  rates  governed  by  the  Official  Classi- 
fication compare  with  those  governed  by  the  Western  Classifica- 
tion ? 

17.  How  do  the  class  rates  in  Minnesota  compare  with  those  in 
Michigan  and  Illinois? 

18.  How  do  jobbers'  rates  compare  with  the  regular  distance 
rates  ? 

19.  What  are  some  of  the  general  conditions  that  affect  the 
measure  of  rates  in  any  territory? 

20.  What  rivers  form  the  boundaries  of  the  Missouri  River 
rate  territory? 

21.  Why  is  the  factor  of  distance  largely  disregarded  in  the 
rate  adjustment  in  this  territory? 

22.  What  is  the  controlling  factor  in  this  case  ? 

23.  Name  several  of  the  principal  points  in  the  Chicago,  Peoria, 
and  St.  Louis  groups  on  traffic  destined  to  this  territory. 

24.  What  is  a  differential  rate  ? 

25.  Is  Chicago  rate  territory  the  same  for  shipments  to  Omaha 
as  for  shipments  to  Sioux  City  ? 

26.  Is  the  list  of  Missouri  River  stations  shown  in  Table  13 
subject  to  alteration  ?    How  ? 

27.  Construct  the  class  rates  from  Joliet,  111.,  to  Omaha,  Neb. 

28.  How  are  through  rates  from  points  east  of  the  Illinois- 
Indiana  State  Line  constructed? 

29.  What  effect  does  water  competition  in  general  exert  on 
the  freight  rates  of  the  rail  lines? 

30.  How  are  rates  between  Chicago  and  Chicago  rate  points  on 
the  one  hand  and  St.  Paul,  Minn.,  on  the  other  determined? 

31.  How  do  these  rates  affect  the  rates  between  Duluth  and 
the  same  points  ?    Between  St.  Louis  and  the  same  points  ? 

32.  Are  the  rates  shown  in  Table  18  constructed  on  any  general 
basis  ? 

33.  In  the  point  of  construction,  how  do  the  rates  for  the  Eau 
Claire  Group  differ  from  the  rates  for  the  other  groups  shown 
in  Table  20  ? 

34.  On  what  basis  did  the  interested  carriers  recheck  the  state 
of  Iowa  in  compliance  with  the  suggestion  of  the  Interstate 
Commerce  Commission? 


136       FREIGHT  RATES— WESTERN  TERRITORY 

35.  On  what  rate  is  the  maximum  class  rate  within  the  state 
of  Iowa  based  ? 

36.  Into  how  many  groups  is  adjoining  Western  Trunk  Line 
Territory  divided  for  the  construction  of  commodity  rates  on 
shipments  originating  at  or  destined  to  points  in  Iowa  ? 

37.  Into  how  many  groups  is  the  state  of  Iowa  divided  for  the 
construction  of  commodity  rates  on  shipments  originating  at  or 
destined  to  points  within  the  state  ? 

38.  How  are  the  rates  between  Group  5  and  Group  A  con- 
structed? Between  Group  10  and  Group  A?  Between  Group 
20  and  Group  B  ?    Between  Group  25  and  Group  A  ? 

39.  How  are  the  rates  between  Group  D  and  Group  9  con- 
structed ?    Between  Group  H  and  Group  17  ? 

40.  What  territory  do  the  East  End  Groups  cover?  How 
many  groups  are  there  in  this  division?  What  are  the  West 
End  Groups,  and  how  many  of  them  are  there  ? 

41.  What  are  the  basing  factors  in  this  adjustment? 

42.  How  are  the  through  rates  from  Groups  2,  3,  and  4  made  ? 

43.  When  a  through  rate  is  published,  does  it  take  precedence 
over  this  adjustment? 

44.  What  rate  applies  between  Group  11  and  Group  F  ?  Be- 
tween Group  10  and  Group  K  ? 

45.  How  is  the  Chicago  rate  constructed  ?    The  St.  Paul  rate  ? 

46.  Do  the  rates  shown  in  Table  35  apply  to  all  points  in  the 
same  group  ?  How  may  the  rates  from  the  Mississippi  River  be 
determined  ? 

47.  On  what  shipments  do  the  rates  shown  in  Tables  36  and 
37  apply? 

48.  Does  the  term  "Colorado  Common  Point"  designate  a 
fixed  territorial  grouping? 

49.  How  were  the  rates  to  these  points  first  established  ? 

50.  How  did  the  first-class  rate  between  the  Missouri  River 
and  Denver  change  between  the  years  1886  and  1895?  What 
was  the  decision  of  the  Interstate  Commerce  Commission  relative 
to  the  rates  under  the  old  adjustment? 

51.  How  great  a  reduction  did  the  Interstate  Commerce  Com- 
mission prescribe  on  rates  from  the  Mississippi  River  to  Denver  ? 
From  the  Missouri  River  1 


TEST  QUESTIONS  137 

52.  On  what  ground  did  the  Interstate  Commerce  Commission 
justify  this  change  in  rate  ? 

53.  Did  this  decision  affect  eastbound  rates  as  well  as  west- 
bound rates? 

54.  How  are  through  rates  between  Central  Freight  Associa- 
tion Territory  and  Colorado  Common  Points  constructed? 

55.  What  through  rates  are  in  effect  from  New  Orleans,  La.? 

56.  In  what  way  does  the  all-rail  rate  between  New  York  and 
Denver  contrast  with  the  rate  via  the  differential  routes  operat- 
ing to  Gulf  ports  ? 

57.  Did  the  recent  decision  of  the  Interstate  Commerce  Com- 
mission apply  to  the  rates  via  the  water  lines  ? 

58.  How  are  rates  to  territory  adjacent  to  Colorado  Common 
Points  constructed? 

59.  How  does  water  competition  affect  the  all-rail  rates  to  the 
Far  "West  and  the  Southwest  ? 

60.  What  two  cities  are  known  as  Utah  Common  Points  ?  Are 
the  common-point  rates  applied  to  any  points  outside  of  the  State 
of  Utah? 

61.  How  did  the  decision  of  the  Interstate  Commerce  Com- 
mission affect  Utah  common-point  rates  ? 

62.  How  are  all-rail  rates  from  Central  Freight  Association 
Territory  and  Trunk  Line  Territory  constructed  ? 

63.  Do  the  water  carriers  publish  through  rates  from  Atlantic 
Seaboard  Territory  to  LTtah  Common  Points? 

64.  How  are  factor  methods  employed  in  constructing  these 
rates  ? 

65.  What  would  be  the  rate  applicable  on  an  article  taking 
Rule  25  in  the  Official  Classification  and  Class  B  in  the  Western 
Classification,  from  New  York  to  Utah  Common  Points  via  all- 
rail  routes  ? 

66.  How  are  rates  to  Silver  City,  Utah,  constructed  ? 


V         > 


/ 


FREIGHT    RATES 

WESTERN   TERRITORY 


PART  2 

SOUTHWESTERN  TERRITORY 


E.  BROOKER 

Chief  of  Tariff  Bureau 
Erie  Railroad 


LASALLE  EXTENSION  UNIVERSITY 

(Non-Resident  Instruction) 

CHICAGO 


Copyright,  1914 

LaSALLE  extension  university 


CONTENTS 


I.     Development  of  Rate  Structure 

State  Legislation  1 

Distance  Principle 5 

Principles  of  Competition  5 

Competition  of  Transportation  Routes 7 

Competition  of  Carriers 8 

Competition  of  Foreign  Markets 10 

II.    Texas  Intrastate  Rates 

Common  Point  Territory 13 

Distances  14 

Local  Rates 18 

Joint  Rates 20 

Maximum  Rates 21 

Specific  Rates 21 

Exceptions  to  Application  of  General  Basis  ....  23 

III.  Texas  Intrastate  Rates  (Continued) 

Differential  Territory 25 

Basis  for  Rates 25 

Exceptions  to  General  Basis 26 

Construction  of  Rates 29 

Commodity  Rates 31 

Basis  for  the  Construction  of  Rates  on  Live  Stock  39 

IV.  All-Rail  Interstate  Rates  to  and  prom  Texas 

Development  41 

Rates  to  and  from  Defined  Territories 42 

Differentials    63 

Rates    65 

Exceptions  to  General  Basis  : 66 

Northbound  Rates 69 

To  Points  in  Texas  Differential  Territory 71 

All-Rail  Rates  to  Texas  from  Seaboard  Territory  72 


CONTENTS 

V.    Rates  Via  Water  Carriers 

Established  Lines   73 

Equipment 73 

Service  74 

Competitive  Territory 75 

Jurisdiction  of  the  Interstate  Commerce   Com- 
mission     76 

Competition    77 

All- Water  Rates 77 

Interstate  Rates 79 

Texas  Differential  Territory 84 

Commodity  Rates  . .  A 85 

VI.    Rates  to  and  prom  Arkansas  Junction  Points 

Intrastate  Rates 86 

Interstate  Rates '. 89 

Rates  to  Hot  Springs 92 

Rates  From  Denned  Territories 92 

Rates  From  Seaboard  Territory 93 

Rates  Via  South  Atlantic  and  Gulf-Port  Lines. . .  93 

VII.     Rates  to  and  prom  Points  in  Oklahoma 

Intrastate  Rates 95 

Interstate  Rates 99 

VIII.     Summary 


SOUTHWESTERN  TERRITORY 

CHAPTER  I 
development  of  rate   structure 

1.  State  Legislation 

The  rate  structure  of  Southwestern  Tariff  Committee 
Territory  J  may  be  said  to  be  partially  the  result  of  an 
aggressive  railroad  policy  enforced  by  the  State  of  Texas. 
This  policy  was  believed  to  be  best  adapted  to  foster 
the  interests  of  the  people  of  that  state,  as  it  enabled 
them  to  compete  on  equal  terms  with  each  other  and  with 
those  outside  the  state. 

The  following  expression  as  to  the  policy  of  the  Rail- 
road Commission  of  Texas  is  found  in  its  fifth  annual 
report.   • 

To  Texas  as  a  whole  it  is  of  the  most  vital  concern  that  there 
should  be'within  her  limits  at  proper  places  jobbing  and  manu- 
facturing establishments.  Besides  adding  to  the  citizenship  of 
the  state  a  desirable  population  and  furnishing  employment  to 
persons  already  in  our  midst  and  enhancing  the  taxable  values 
of  the  state,  and,  as  a  consequence,  under  wisely  administered 
government,  aiding  in  ultimately  reducing  the  rate  of  taxation, 
and  besides  the  home  market  they  afford  to  the  tiller  of  the  soil 
and  other  producers,  including  manufacturers,  for  their  prod- 

i  This  territory  is  outlined  and  defined  on  Map  6  of  the  Atlas  of 
Traflic  Maps. 

1 


2  FREIGHT  RATES— WESTERN  TERRITORY 

nets,  if  men,  in  Texas,  having  the  capital  to  engage  in  a  wholesale 
business  or  in  a  manufacturing  enterprise,  for  the  success  of 
which  natural  conditions  are  favorable,  they  have  as  much  right 
to  invest  their  means  in  such  business  or  enterprise  as  a  man  in 
Illinois  or  Missouri  has  to  embark  in  such  business  or  enterprise 
in  his  state.  Some  of  the  Texas  lines  of  railway,  constituting 
parts  of  interstate  systems  of  railway  interested  in  long  hauls, 
appear  to  be  hostile  to  a  policy  which  would  foster  Texas  job- 
bing and  manufacturing  interests,  while  other  lines  manifestly 
favor  such  a  policy.  Outside  cities  bring  to  bear  every  pressure 
they  can  to  coerce  all  Texas  lines  into  a  course  favorable  to  their 
interests  and  adverse  to  the  interests  of  Texas  cities  with  respect 
to  jobbing  and  manufacturing.  *  *  *  This  commission  has 
always  had  in  mind  the  securing  of  relatively  just  state  and 
interstate  rates,  with  a  view  of  enabling  Texas  merchants  and 
manufacturers  to  do  business  in  competition  with  outsiders. 

The  interstate  rate  structure  of  this  territory  rests 
largely  upon  the  state  rates  prescribed  by  the  Railroad 
Commission  of  Texas.  It  is  separate  and  distinct  from 
the  structures  in  other  territories,  although  its  applica- 
tion is  somewhat  similar  to  the  extension  of  the  Boston 
rate  to  the  greater  part  of  New  England  on  traffic  destined 
to  points  in  Central  Freight  Association  Territory.2  In 
promulgating  rates,  this  commission  has  divided  the  State 
of  Texas  into  two  groups,  one  of  which  is  designated  as 
Common  Point  Territory  and  the  other  as  Differential 
Territory.3  In  Common  Point  Territory  rates  are  scaled 
or  increased  as  the  distance  increases  from  10  miles  to  245 
miles,  but  for  distances  over  245  miles,  but  still  within  the 
state,  the  rates  are  the  same  whether  the  distance  be 
246  miles  or  346  miles.  The  object  of  this  maximum 
rate  is  to  enable  the  various  jobbing  centers  of  the  state 

2  See  Map  9,  Atlas  of  Traffic  Maps. 

3  These  territories  are  described  in  a  subsequent  chapter  of  this  work. 


DEVELOPMENT  OF  RATE  STRUCTURE      3 

to  compete  with  each  other  for  trade  at  points  more 
distantly  located.  Take  Dallas  and  Fort  Worth  as  an 
illustration.  On  short-haul  points  the  gradual  increase 
in  the  scale  preserves  to  each  point  the  advantage  of 
location  that  it  has  over  the  other  point,  but  when  the 
maximum  distance  is  reached  they  both  have  the  same 
rate  and  consequently  compete  on  an  equal  basis. 

To  enable  merchants  and  others  at  the  jobbing  cen- 
ters to  obtain  their  shipments  on  an  equal  basis,  it  seemed 
desirable  that  all  points  in  Common  Point  Territory 
should  have  equal  terms  for  transportation. 

The  following  extract  from  the  report  for  1896  of  the 
Railroad  Commission  of  Texas  illustrates  the  view  of 
that  body  as  to  this  procedure. 

*  *  *  In  making  the  demand  there  was  no  injustice  to  the 
railroads,  for,  viewed  simply  as  roads  operating  in  the  state,  it 
is  to  their  interest  to  favor  our  policy  of  bringing  goods  from 
abroad  into  Texas  cities  in  carload  quantities  and  in  distributing 
them  from  the  jobbing  houses  in  such  cities  in  less-than-carload 
quantities  among  the  retailers.  As  the  freight  charges  they 
receive  on  local  less-than-carload  shipments  "in  the  state  added 
to  what  they  receive  in  the  division  of  through  rates  on  carload 
shipments  to  the  Texas  jobber  usually  amount  to  more  than  they 
receive  in  the  division  of  through  rates  on  less-than-carload  ship- 
ments from  a  jobber  outside  the  state  to  a  retailer  in  the  state ; 
and  it  can  be  shown  to  be  to  their  advantage  to  pursue  a  policy 
favorable  to  the  development  of  manufacturing  in  Texas.  "While 
by  pursuing,  along  the  lines  indicated,  a  course  favorable  to  the 
upbuilding  of  Texas  jobbing  and  manufacturing  enterprises,  the 
interests  of  Texas  roads  considered  as  such  would  be  subserved, 
yet,  constituting,  as  some  of  the  Texas  roads  do,  parts  of  inter- 
state systems,  the  interests  of  the  systems  rather  than  the  interest 
of  the  Texas  lines  are  too  often  regarded.  Here  lies  the  main 
difficulty,  in  our  opinion,  in  securing  a  just  arrangement  of 
interstate  rates.     It  can  be  met  either  by  those  lines  which  are 


4  FREIGHT  RATES— WESTERN  TERRITORY 

not  dominated  by  outside  influences  taking  a  firm,  stand  and 
cooperating  with,  this  commission  to  compel  the  other  lines  to 
act  justly  toward  Texas  interests,  or,  if  adjustments  can  not  be 
made  by  consent,  by  the  Interstate  Commerce  Commission,  with 
an  intelligent  grasp  of  the  situation,  when  appealed  to,  making 
the  proper  adjustment. 

It  is  quite  unlikely  that  articles  would  move  in  carload 
quantities  to  the  smaller  points  in  Texas.  The  Texas 
jobbers,  therefore,  who  buy  in  carload  quantities,  pay 
freight  charges  on  that  basis,  and  distribute  in  less-than- 
carload  quantities  on  the  less-than-carload  rates,  are  able 
to  compete  with  the  jobbing  houses  in  other  sections  of 
the  country,  which  would,  in  all  probability,  have  to  pay, 
in  such  an  instance  as  the  following,  on  the  less-than- 
carload  basis  through  from  a  more  distant  point. 

Suppose,  for  illustration,  that  a  farmer  at  Gates,  Tex., 
which  is  but  five  miles  from  Dallas,  desires  to  buy  a 
mowing  machine.  The  current  tariffs  show  that  the 
freight  charges  would  be  $1.04  per  100  pounds  through 
from  St.  Louis,  on  the  less-than-carload  basis,  while  the 
Dallas  jobber,  who  presumably  buys  in  carload  lots,  pays 
as  follows : 

From  St.  Louis  to  Dallas  on  C.  L.  basis 76c 

From  Dallas  to  Gates  on  L.  C.  L.  basis 10c 

Through  rate   S6c 

This  indicates  a  very  substantial  advantage  in  favor 
of  the  Dallas  jobber.  If,  on  the  other  hand,  the  consumer 
was  in  a  position  to  buy  in  carload  quantities,  this  advan- 
tage to  the  Dallas  jobber  would  be  nullified,  because  the 
consumer  could  buy  in  St.  Louis  as  cheaply  as  the  Dallas 
jobber,  the  same  rate  applying  from  St.  Louis  to  Gates 
as  applies  from  St.  Louis  to  Dallas. 

It  may  be  stated  that  in  no  adjustment  in  the  country 


DEVELOPMENT  OF  RATE  STRUCTURE      5 

are  so  many  different  elements  of  competition  felt  as  in 
the  Southwestern  rate  structure.  Indeed,  competition 
may  be  said  to  be  the  key  to  the  entire  basis.  The  area 
of  the  territory,  its  vast  agricultural  and  mineral 
resources,  and  the  development  of  the  early  jobbing  cen- 
ters into  thriving  municipalities,  have  brought  about, 
between  the  various  producing  centers,  strong  compe- 
tition for  the  supremacy  of  trade,  which  was  naturally 
followed  by  keen  rivalry  between  the  carriers. 

2.  Distance  Principle 

Rates  made  on  the  distance  principle  or  mileage  scale 
cannot  stand  the  test  of  competition,  for  as  the  distance 
between  points  increases  or  decreases  the  rates  increase 
or  decrease,  thus  giving  to  each  point  a  fixed  and  con- 
stant relation  to  every  other  point  and  preserving  nat- 
ural advantages.  But  this  principle  has  its  disadvantages 
when  applied  to  cheap  and  bulky  articles  which,  on 
account  of  the  source  of  raw  material  or  location  of 
manufacturing  centers,  must  move  long  distances  to  mar- 
kets of  consumption.  In  the  words  of  the  Interstate 
Commerce  Commission,  rates  constructed  on  a  ton-mile 
basis  would  give  to  distance  an  exaggerated  influence, 
resulting  in  relatively  prohibitive  rates  beyond  certain 
distances  and  the  elimination  of  competition. 

3.  Principles  of  Competition 

In  adjusting  interstate  rates  for  the  transportation  of 
property  from  the  various  producing  centers  to  common 
and  competitive  points  in  Southwestern  Territory,  the 
method  employed  has  been  to  accept  such  rates  from  the 


6  FREIGHT  RATES— WESTERN  TERRITORY 

various  producing  and  shipping  points  as  the  competi- 
tion of  rival  carriers,  competitive  routes,  and  producing 
markets  require  to  move  the  traffic  from  each  produc- 
ing, manufacturing,  and  shipping  point  in  competition 
with  each  other  point  or  origin. 

In  so  far  as  it  is  possible,  the  differentials  established 
by  the  carriers  from  the  various  groups  when  applied 
to  the  base  rates  adjust  the  degree  of  competition  as 
reflected  by  the  competitive  influences  of  carriers,  routes, 
commodities,  and  markets. 

It  should  be  understood  that  these  differentials  are 
rates  which  are  considerably  less  than  the  local  rates  ap- 
plying between  the  same  points.  For  instance,  the  first- 
class  rate  from  Chicago  to  St.  Louis,  Mo.,  on  local  traffic 
or  traffic  destined  to  St.  Louis  proper  is  43.3  cents  per 
100  pounds,  while  the  first-class  differential  between  the 
same  points  on  traffic  destined  to  Texas  is  20  cents. 

The  Interstate  Commerce  Commission,  in  treating  the 
subject  of  differentials,  stated  as  follows : 

Nothing  is  more  certain  concerning  transportation  in  this 
country,  either  as  to  cost  of  service  to  the  carrier,  or  value  of 
service  to  the  shipper,  than  that  as  the  mileage  increases  the  total 
cost  increases,  hut  the  cost  per  ton  per  mile  decreases.  It  follows, 
and  with  particular  force  as  applied  to  grouped  points  of  origin 
and  grouped  points  of  destination,  that  differentials  either  above 
or  below  the  rates  from  any  given  point  become  less  and  less 
important  as  distance  of  ultimate  destination  increases.  Stated 
in  other  words,  differentials  diminish  with  increasing  distance 
and  vanish  when  the  mileage  on  which  the  differential  is  based 
becomes  inconsiderable  in  proportion  to  the  total  mileage  from 
basing  point  to  destination.4 

Thus,  while  the  differential  from  Chicago  to  St.  Louis 
as  contrasted  with  the  local  rate  shows  a  great  difference, 

*  16  I.  C.  C.  Rep.,  482,  487. 


DEVELOPMENT  OF  RATE  STRUCTURE      7 

the  differential  applied  from  Pittsburgh,  Pa.,  closely 
approximates  the  local  rate,  while  on  traffic  from  points 
in  Trunk  Line  Territory  a  combination  of  local  rates  is 
all  that  is  available. 

The  differential  (see  Table  5)  either  over  or  under  the 
base  point  measures  the  extent  of  the  competition  ex- 
pressed in  a  freight  rate  as  between  markets  of  produc- 
tion or  shipping  points. 

The  competition  of  markets  is  of  two  kinds,  direct  and 
indirect.  Direct  competition  is  that  of  markets  situated 
in  close  proximity  to  each  other.  Paper  manufacturers 
located  in  Fox  River  Territory  are  in  direct  competition 
with  manufacturers  located  in  Cincinnati  Territory, 
while  both  of  these  districts  feel  the  indirect  competition 
of  manufacturers  located  in  New  England  who  compete 
with  them  via  the  Gulf  routes. 

4.  Competition  of  Transportation  Routes 

The  competition  of  rival  transportation  routes  and 
carriers  is  likewise  direct  and  indirect. 

The  direct  competition  of  rival  transportation  routes, 
whether  rail,  water,  or  rail-and-water,  is  exemplified  in 
the  rates  from  Cincinnati  Territory,5  as  a  choice  of  all- 
rail  or  rail-and-water  carriage  is  available  and  shipments 
may  move  as  follows : 

(1)  All  rail  via  railroads  operating  therefrom. 

(2)  Rail  and  water  via  the  Ohio  River  to  Louisville  or 
Cairo;  thence  via  rail. 

(3)  Via  the  Ohio  and  Mississippi  rivers  to  East  St. 
Louis,  Memphis,  Vicksburg,  or  New  Orleans;  thence  via 
rail. 

5  See  Map  14,  Atlas  of  Traffic  Maps. 


8  FREIGHT  RATES— WESTERN  TERRITORY 

(4)  Via  the  Ohio  and  Mississippi  rivers  and  the  Gulf  of 
Mexico ;  thence  via  rail. 

Water-and-rail  routes  form  rival  routes  to  the  many 
all-rail  routes. 

Indirect  competition  of  rival  transportation  routes  is 
illustrated  in  the  rates  from  Fox  River  Territory6  to 
Texas  Common  Points  (see  page  10)  with  the  rates  from 
Cincinnati  Territory  to  the  same  destinations.  The  com- 
petition between  the  routes  from  Fox  River  Territory 
and  the  route  in  connection  with  the  water  carriers  on  the 
Ohio  River  is  indirect  but  not  so  remote  as  to  fail  to  exert 
some  influence,  for  the  traffic  from  Cincinnati,  partly 
water  borne  and  partly  rail  borne,  cannot  be  set  down  in 
Texas  at  a  rate  unreasonably  discriminatory  to  like  traffic 
from  Fox  River  Territory. 

5.  Competition  of  Carriees 

The  competition  of  rival  carriers,  by  which  is  meant 
carriers  of  one  kind,  either  rail,  water,  or  rail-and-water, 
is  at  all  times  direct,  although  the  districts  which  they 
serve  in  competition  with  each  other  may  be  separated 
1,000  miles  or  more. 

It  is  apparent  that  it  is  to  the  advantage  of  each  carrier, 
whether  all-rail,  all-water,  or  rail-and-water,  to  place  its 
producing  or  shipping  markets  in  active  and  aggressive 
competition  with  markets  located  elsewhere  for  trade  in 
the  Southwest,  because  by  so  doing  it  is  assured  of  the 
haul  on  a  portion  of  the  traffic. 

In  some  cases,  however,  particularly  with  regard  to 
points  located  on  the  Gulf  of  Mexico  or  adjacent  thereto, 

6  See  Map  14,  Atlas  of  Traffic  Maps. 


DEVELOPMENT  OF  RATE  STRUCTURE      9 

the  rail  lines  or  the  across-country  rail-and-water  routes 
are  forced  to  concede  the  traffic  to  the  water  carriers 
serving  such  ports  as  Galveston  and  Texas  City,  Tex., 
and  New  Orleans,  La.  This  is  due  to  the  fact  that  these 
points  are  so  located  that  they  secure  all-water  rates, 
which  are  much  less  than  those  that  could  be  profitably 
established  by  the  rail  or  rail-and-water  lines. 

Adjustments  in  commodity  rates  to  Gulf  of  Mexico 
points  from  inland  points  are  made  with  regard  to  the 
rates  established  by  the  water  carriers.  While  there 
may  be  no  water  competition  affecting  traffic  from  the 
points  concerned,  the  rates  established  by  this  indirect 
water  competition  are  regarded  as  necessary,  in  order  to 
place  the  communities  or  the  commodities  in  competition 
with  other  sections  of  the  country,  and'  like  traffic,  where 
there  is  direct  competition. 

The  rates  to  points  on  the  Gulf  of  Mexico  and  to  points 
basing  thereon  indicate  in  a  high  degree  the  effects  of 
direct  and  indirect  competition.  The  rates  on  such  traffic 
as  paper  from  points  in  Fox  River  Territory  are  made 
to  meet  the  rates  on  paper  from  points  in  Seaboard  Terri- 
tory via  New  York  and  the  Gulf  routes.  Likewise,  many 
of  the  commodity  rates  from  points  located  on  the  Ohio 
and  Mississippi  rivers  are  made  on  combination  rates 
based  on  the  lower  Mississippi  River  Crossings  (Mem- 
phis, Vicksburg,  and  New  Orleans).  The  rates  to  the 
base  points  are  made  to  meet  the  direct  competition  of 
the  carriers  on  the  said  rivers,  and  the  rates  from  the 
base  points  in  Southeast  Texas  adjacent  to  the  Gulf  of 
Mexico  are  made  to  meet  the  direct  steamship  competi- 
tion on  the  Gulf. 


10         FREIGHT  RATES— WESTERN  TERRITORY 
6.  Competition  of  Foeeign  Markets 

Competition  with  foreign  markets,  consumption  at  cer- 
tain points,  and  general  business  and  commercial  con- 
ditions, along  with  competition  of  the  carriers,  whether 
direct  or  indirect,  are  factors  not  to  be  overlooked  or 
passed  over  lightly  in  the  construction  or  adjustment  of 
rates.  In  the  illustration  of  adjustments  given  in  the 
rates  from  Fox  River  Territory  as  compared  with  the 
rates  from  Cincinnati  Territory  to  Texas  Common  Points, 
the  origin  and  destination  points  from  Fox  River  to 
Texas  are  all  inland  points,  whereas  Cincinnati  has  the 
Ohio  River  at  its  service  and  would  therefore  not  be 
classed  as  an  inland  city,  although  the  term  "inland 
city"  is  customarily  applied  to  all  cities  not  located  on 
the  seaboard.  The  destinations  and  stations  in  Texas  are 
strictly  inland  cities.  The  indirect  competition  of  the 
carriers  is  noted  in  the  following  differentials,  Fox  River 
over  St.  Louis: 

Classes    1       2      3      4       5       A         B       CD       E 

Differentials    40     31     24     20     15     16%     14     12     11     10 

Indirect  competition  is  also  noted  in  the  following 
differentials,  Cincinnati  3ver  St.  Louis: 

Classes 1       2      3       4       5      A      B      C      D      E 

Differentials    20     16     12     10       7      9      8      7       G      5 

or  the  following  differentials  in  favor  of  Cincinnati  as 
against  Fox  River: 

Classes   1       2      3      4       5       A      B      C      D      E 

Differentials    20     15     12     10      S       7^6      5       5      5 

This  represents  the  necessary  increase  in  freight  rates 
from  Fox  River  over  Cincinnati  to  maintain  a  parity 
between  the  localities.    It  would  be  decidedly  unwise  as 


DEVELOPMENT  OP  RATE  STRUCTURE     11 

an  economic  proposition  to  lay  aside  the  question  of  the 
value  of  transportation  service.  It  is  admitted  by  the 
best  authorities  that  the  cost  of  the  service  should  not 
govern  when  competitive  influences,  both  direct  and  indi- 
rect, are  considered  in  the  establishment  of  rates.  The 
railroad  service  is  worth  more  when  away  from  the  com- 
petition of  the  water  carriers  and  should  be  charged  for 
accordingly.  The  value  of  the  service  must  be  measured 
at  the  inland  point. 

The  illustration  given  of  direct  competition  in  the  rates 
from  Seaboard  Territory  where  the  across-country  lines 
do  not  compete  by  meeting  the  rates  of  the  steamship 
lines,  is  conclusive  evidence  of  the  wisdom  of  the  carriers 
in  not  meeting  this  competition.  In  this  instance,  the 
value  of  the  service  to  the  shipper  would  be  no  more  if 
his  goods  were  shipped  across  country,  for  the  reason 
that  the  voyage  by  steamship  takes  little  or  no  more 
time  than  the  journey  by  rail  or  by  rail  and  water.  For 
this  reason,  the  traffic  should  go  to  the  more  cheaply 
operated  water  carriers. 

In  the  illustration  of  the  adjustment  in  the  commodity 
rates  on  paper  from  Fox  River  Territory  as  compared 
with  the  rates  from  Atlantic  Seaboard  Territory,  it  is 
observed  that  while  the  competition  between  the  carriers 
is  indirect  and  remote,  nevertheless  the  manufacturers 
located  in  these  districts  are  in  competition  for  the  trade 
in  Texas,  and  the  rail  lines  from  Fox  River  Territory 
can  charge  for  the  value  of  the  service  only,  this  value  be- 
ing based  on  the  competition  of  commodities  and  carriers 
in  other  localities.  If  the  carriers  from  Fox  River  Terri- 
tory did  not  meet  the  competition  of  the  Gulf  routes,  the 
cheaply  operated  Gulf  routes  would  not  only  take  the 
traffic  of  Seaboard  Territory  to  Gulf  points  from  the 


12         FREIGHT  RATES— WESTERN  TERRITORY 

across-country  routes,  but  they  would  also  decrease  the 
competition  between  the  manufacturers  located  in  Sea- 
board Territory  and  the  manufacturers  in  Fox  River 
Territory,  in  proportion  to  the  difference  in  freight  rates. 


CHAPTER  II 
texas  intrastate  rates 

1.  Common  Point  Territory 

In  the  Atlas  of  Traffic  Maps,  Map  6  roughly  indicates 
the  boundaries  of  Texas  Common  Point  Territory,  which 
is  specifically  defined  by  the  Railroad  Commission  of 
Texas  as  follows: 

The  term  ' '  common  point  territory ' '  designates  that  portion  of 
Texas  lying  south  of  the  Amarillo  Division  of  the  Chicago,  Rock 
Island  &  Gulf  Railway,  but  including  Amarillo,  and  east  of  and 
including  points  on  a  line  drawn  from  Amarillo  to  Fuller  (run- 
ning east  of  Floydada)  on  the  Pecos  &  Northern  Texas  Railway; 
Fluvanna  on  the  Roscoe,  Snyder  &  Pacific  Railway ;  Midland  on 
the  Texas  &  Pacific  Railway ;  thence  (running  east  of  the  Sterling 
City  Extension  of  the  Concho,  San  Saba  &  Llano  Valley  Rail- 
way) to  San  Angelo  on  the  Gulf,  Colorado  &  Santa  Fe  Railway 
and  Kansas  City,  Mexico  &  Orient  Railway  of  Texas;  thence  to 
Menard  on  the  Fort  "Worth  &  Rio  Grande  Railway;  thence  to 
Llano  on  the  Houston  &  Texas  Central  Railroad;  thence  (run- 
ning east  of  the  Kerrville  Branch  of  the  San  Antonio  &  Aransas 
Pass  Railway)  to  San  Antonio  on  the  San  Antonio  &  Aransas 
Pass  Railway  and  Galveston,  Harrisburg  &  San  Antonio  Railway ; 
thence  via  the  International  &  Great  Northern  Railway  to 
Laredo ;  thence  to  Alice  and  Corpus  Christi  on  the  San  Antonio 
&  Aransas  Pass  Railway ;  provided,  that  no  part  of  the  Wichita 
Valley  Railway  west  of  Sagerton,  the  Quanah,  Acme  &  Pacific 
Railway  west  of  Quanah,  the  Crosbyton-Southplains  Railroad, 
the  Texas  Mexican  Railway,  the  St.  Louis,  Brownsville  &  Mexico 
Railway  south  of  Sinton  or  west  of  Corpus  Christi,  or  the  San 

13 


14         FREIGHT  RATES— WESTERN  TERRITORY 

Antonio,  Uvalde  &  Gulf  Railway  south  of  Uvalde  and  west  of 
Fowlerton,  shall  be  included  in  common  point  territory. 

2.  Distances 

All  class  and  commodity  rates  applicable  on  traffic 
moving  between  points  in  Texas  are  promulgated  by  the 
railroad  commission  and  are  made  on  a  mileage  basis, 
the  rates  increasing  as  the  distance  increases  until  the 
maximum  rate  is  reached,  after  which  the  rates  are  the 
same,  irrespective  of  the  distance. 

The  distances  between  most  of  the  junction  points  and 
all  local  points  on  lines  within  the  State  of  Texas  are  also 
promulgated  by  the  commission  and  these  are  the  dis- 
tances that  must  be  used  in  constructing  the  rates 

An  extract  from  the  issue  is  given  on  pages  15  and  16. 
It  conveys  a  good  idea  as  to  the  manner  in  which  the 
information  is  set  forth. 

In  applying  rates  which  are  based  on  mileage,  it  is  of 
considerable  importance  that  a  uniform  basis  be  em- 
ployed at  all  times.  In  transportation  circles,  passenger 
fares  are  frequently  computed  on  a  different  mileage 
basis  from  that  on  which  freight  rates  are  based,  and 
for  the  purpose  of  establishing  a  uniform  basis  all 
mileages  within  the  state  of  Texas  are  announced  by  the 
commission. 


OFFICE  OF  THE 

RAILROAD  COMMISSION  OF  TEXAS 


MILEAGE  TABLE  JNO.  6 


Tables  of  Mileage  Between  Railroad  Stations  in  Texas 


1FFECTIVE  NOVEMBER  15,  1913 

Austin,  Texas,  November  1,  1913 

It  is  hereby  ordered  that  the  following  tables  of  mileage  between  stations  on  Railroads  in  Texas,  and  rules  pertaining  there 
be  adopted  for  use  in  determining  rates  for  the  transportation  of  passengers  and  freight  between  such  stations  in  all  cas.es  wh 
the  said  rates  depend  upon  mileage. 

k 

EXPLANATION. 

All  railroad  stations  in  Texas  are  embraced  in  the  left  margin  of  the  tables;  all  points  common  to  two  or  more  lines,  witl 
few  exceptions,  appear  in  the  headings. 

At  stations  where,  there  are  both  passenger  and  freight  depots,  and  the  distance  between  them  is  less  than  two-tenths  (0 
)f  a  mile,  the  freight  depot  is  not  in  a'l. cases  shown,  and  where  not  shown  the  distances  given  in  the  tables  relate  to  both. 

At  stations  where  there  is  no  depot  or  passenger  platform,  the  distances  given  relate  to  the  center  of  the  siding  or  head  blc 
af  spur. 

All  points  common  to  two  or  more  lines  are  regarded  as  "Junction  Points."  Where  the  distance  is  shown  in  the  tab 
:eparately  to  the  passenger  and  freight  depots  at  any  "Junction  Point"  the  passenger  depot  is  to  be  regarded  as  properly  t 
'unction.    The  mileage  shown  from  the  stations  embraced  in  the  headings,  i.  e.,  junction  points,  is  the  passenger  depot  milea 

In  the  list  of  stations  on  the  left  hand  margin,  alt  "junction  points"  are  indicated  by  black  type,  and  are  to  be  treated 
'junctions"  whether  shown' in  the  headings  or  not. 

Rule  1. — For  the  determination  of  passenger  rates  between  points  on  the  same  line  employ  the  actual  distances  betwc 
heir  respective  passenger  depots.  For  the  determination  of  joint  passenger  rates  between  points  on  intersecting  lines,  empl 
he  sum  of  the  actual  distances  from  the  passenger  depots  at  such  points  to  the  respective  passenger  depots  at  the  point 
unction,  selecting  that  passenger  depot  common  to  both  lines  when  given  in  the  tables. 

Rule  2. — For  the  determination  of  freight  rates  between  points  on  the  same  line  employ  the  actual  distances  betwe 
heir  respective,  depots.  For  the  determination  of  joint  freight  rates  between  points  on  intersecting  lines,  employ  the  sum  of  t 
ictual  distances  from  the  freight  depots  at  such  points  to  the  respective  passenger  depots  at  the  point  of  junction,  selecting  tl 
>assenger  depot  common  to  both  lines  when  given  in  the  tables. 

Rule  3. — All  distances  are  given  in  the  tables  to  the  nearest  tenth  of  a  mile.  When  calculating  the  mileage  for  determ; 
rig  either  local  or  joint  passenger  or  freight  rates,  the  fractions  of  miles  must  be  retained  and  employed  at  their  value. 

Rule  4. — When  the  distance  between  two  stations,  neither  of  which  appears  in  the  headings,  is  desired,  employ  the  d 
erence  between  the  distance  from  a  point  named  in  the  headings  to  such  points,  provided  that  the  mileage  shall  in-  both  cai 
ie  that  of  the  same  route  ,it  being  understood  that  the  actual  short-line  mileage  shall  govern  in  all  cases. 

It  is  further  ordered  that  all  mileage  heretofore  published  by  this  Commission  in  Mileage  Table  No.  5  and  amendmei 
hereto  that  Is  in  conflict  with  the  mileage  of  these  tables  be  hereby  canceled. 

Note. — Attention  is  hereby  called  to  Circular  No.  4026,  which  provides  that  this  Commission  must  be  advised  at  once 
he  establishment  of  any  new  station,  siding  or  spur;  and  that  the  permission  of  the  Commission  must  be  obtained  before  a: 
tation,  siding  or  spur  is  abolished  or  discontinued  for  use. 

Allison  Mayfield,  Chairman. 
Attest:  William  D.  Williams. 

E.  R.  McLean,  Earle  B.  Mayf/eld. 

Secretary.  Commissioners. 


FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  1 

Distances  Between  Texas  Junction  Points  and  Stations  on 
the  Galveston,  Habrisburg  &  San  Antonio  Railway 


Miles  Between! 


1 


a 


.2  a 

o  ft 

a  Q 
< 

a 
a  =3 

W  di 


w 


01 

c3 
a> 


a 
o 

«■ 

ai 
> 


o 

a 

O) 

a 


0, 


S  d 
3  2 
rt  a 
P  O 


d 
o 

a 

o> 

m 


o 

ft 

a; 

fJ  Q 

B     05 

t-    03 

o  £< 


E  o 

.  & 

a  a> 

1  s 

■2  a 


d  M 
o 

m  o 


G.  H.  &  S.  A.  Ry. 
Main  Line. 

Ivy 

Luling 

Sullivan    

Sand  Pit 

Kingsbury   

Ilka   

Seguin     

Nolte 

Blumberg  Spur. . . 

Hilda     

Marion    

Cibolo  Valley 

Schertz  

Converse     

Kirby     

Gulf  Junction   .  . 


681 
676 
669 
668 
664 
659 
655 
651 
650 
649 
644 
639 
636 
632 
627 
624 


S.  Ant'o,  P.  Dep.  620 
S.  Ant'o,  Fr.  Dep.  619 
Union  Stock  Yds..  616 

Alazan    1615 

Withers    1610 

Macdona   |602 

Uvalde    Junction. .  1527 


Noonan   

Dunlay    

Quihi     

Hondo    

D'Hania 

Seco    

Sabinal   

Yucca  

Knippa    

Ange    

Uvalde    

Uvalde  Junction. 

Hacienda    , 

Obi    

Cline    

Odlaw   

Pavo    

Anacacbo   

Spofford    


588 
580 
575 
570 
562 
557 
549 
545 
538 
533 
528 
527 
521 
516 
509 
504 
500 
495 
487, 


61 
56 
49 
48 
44 
39 
35 
31 
30 
29 
24 
19 
16 
12 
7 
4 


0 
3 
4 
9 
17 
92 
31 
39 
45 
49 
57 
62 
70 
74 
81 
87 
91 
92 
98 
104 
110 
115 
120 
124 
1132. 


185. 
191. 
197. 
198. 
202. 
208 
212 
216 
217 
218 
222 
228. 
230. 
234. 
239. 
243 
247. 
247. 
250. 
oso 


256 
264 
339 
278 
286 
292 
296 
305 
309 
317 
321 
328 
334 
339 
339 
345 
351 
357 
362 
367 
371 
4|379. 


196 
201 
208 
209 
213 
218 
222 
226 
227 
228 
233 
238 
241 
245 
250 
253 
257 
258 
261 
202 
267 
275 
350 
2S9 
297 
302 
307 
315 
320 
328 
332 
339 
344 
349 
150 
356 
361 
368 
373 
377 
382 


519 
9  524 
4 

5 

1 

.9 

6 
8 

9 

7 

r> 

8 
5 
3 

1 
.7 

9 

2 

1 

7 

1 

2 
.0 

4 

3 

1 
6 
5 
1 
5 
0 

7 
(i 
2 

0 
0 
4 
9 

2 


531 
532 
535 
541 
545 
549 
550 
551 
556 
561 
564 
567 
572 
576 
580 
580 
583 
585 
589 
597 
672 
612 
619 
625 
629 
638 
643 
650 
655 
661 
667 
672 
672 
678 
684 
690 
696 
700 
704 


230 
236 
242 
243 
247 
253 
256 
261 
262 
262 
267 
273 
275 
279 
284 
287 
292 
292 
295 
296 
301 
309 
384 
323 

m 

337 
341 
349 
354 
362 
366 
373 
379 
383 
384 
390 
396 
402 
407 
412 
8  416 


71390.31712.91423. 


252 

258 

264 

265 

270 

275 

278 

282 

284 

284 

289 

294 

297 

301 

306 

309 

314 

314 

317 

318 

323 

331 

406 

345 

353 

359, 

363 

371 

376. 

384. 

388, 

395. 

401, 

405. 

406, 

412. 

418. 

424, 

429. 

434. 

438. 

5|446. 


147 
152 
159 
160 
163 
169 
173 
177 
178 
179 
184 
189 
192 
196 
200 
204 
208 
209 
211 
213 
217 
226 
300 
240, 
248, 
253, 
257, 
266, 
271. 
278, 
283, 
289. 
95. 
300. 
300. 
307. 
312. 
318. 
324. 
328. 
333. 
341. 


Vt 


.7  1 
.2 
.3 
.9 

.7 
.4 
.6 
.7 
.5 
.3 
.6 
.3 
.1 
.9 
.5 
.7 
.0 
.9 
.5 
.9 
.0 
.8 
.  ^ 


159. 
160. 
164. 
170. 
174. 


147. 


.2 
•  3 
.1 


•  8 
i3.3 
.8 
9 
5 
3 
0 
78. 
79. 
180. 
184.9 
190.2 
192.9 
196.7 
201.5 
05.1 
209.3 
209.6 
212.5 
214.1 
218.5 
226.6 
301.4 
240.8 
248.7 
2'54 . 3 
1>58.5 

4  267.0 
3  271.9 
9  279.5 
3  283.9 
8  290.4 

7  296.3 

5  301.1 

8  301.4 
0  307.6 

7  313.3 

8  319.4 
2  324.8 
7  329.3 
0333.6 
11341.7 


TEXAS  INTRASTATE  RATES  17 

(a)  Short-Line  Distance  as  Maximum 

When  two  or  more  routes  are  in  operation  between 
points,  the  rate  applicable  via  the  shortest  line  is  adopted 
by  the  other  lines  accepting  freight  between  such  points. 

Taking  Houston,  Tex.,  as  a  representative  point  of 
origin  and  San  Antonio,  Tex.,  as  the  destination,  the  dis- 
tance is  shown  as  210  miles  and  the  scale  for  this 
distance,  it  being  over  a  line  under  a  common  manage- 
ment, would  be  as  shown  in  Table  2. 

To  make  the  rates  to  the  same  points  from  Galveston, 
the  arbitraries  shown  on  page  22  are  added  to  the  Hous- 
ton rates  as  constructed  above. 

(b)  Combination  of  Local  Distances 

Assuming  that  the  distance  between  two  points  is  100 
miles  via  a  route  consisting  of  two  lines  not  under  the 
same  control  and  that  one  line  hauls  the  traffic  60  miles 
and  the  other  line  40  miles,  the  rates  would  be  made  by 
adding  the  joint  arbitraries  given  below  to  the  scale 
shown  for  100  miles,  viz. : 

Classes    1      2      3      4      5     A     B     O     D     E 

Single-line  rates 44    41    38    35    26    27    24    21     16    13 

Joint  arbitraries   8      7       6       5      4      4       4       3      2       2 

Through   rates 52    48    44    40    30    31    28    24    18    15 

Occasionally  the  application  of  the  single-line  rates  for 
each  line's  proportion  of  the  through  haul  will  produce 
a  lower  rate  than  is  obtained  by  applying  the  scale  for 
continuous  mileage.    For  illustration,  the  joint  rates  for 


18         FREIGHT  RATES— WESTERN  TERRITORY 

a  haul  of  20  miles,  10  miles  of  which  is  over  each  line, 
would  be  as  follows : 

Classes    12345ABCDE 

Single-line  rates 17    15    13    11      9    10      8      6      6      5 

Joint-haul  arbitraries. .  S765444322 


Through  joint  rates... 25    22    19    16    13    14    12      9      8      7 

The  combination  of  the  single-line  rates  would  be: 

Classes    1      2      3      4      5    A      B     C     D      E 

10  miles  and  less 13    12    10      8676554 

"       "         "       "    13     12    10      8      6      7       6      5      5      4 

Through  rates 26     24     20     16     12     14     12    10     10      8 

A  lower  rate  on  fifth  class  is  obtained  in  this  manner 
than  is  obtained  under  the  joint  scale;  therefore,  this 
lower  rate  would  be  applied. 


3.  Local  Rates 

Class  rates  between  points  located  in  this  territory  are 
made  in  accordance  with  the  distance  rates  announced 
by  the  Railroad  Commission  of  Texas.  The  current 
rates  for  single-line  hauls  are  reproduced  in  Table  2, 
this  basis  having  been  in  effect  for  some  time.  Although 
this  basis  is  considerably  higher  than  the  basis  employed 
in  Central  Freight  Association  Territory,  the  Texas  lines 
contend  that  they  do  not  afford  sufficient  remuneration, 
and  a  movement  is  on  foot  to  secure  an  advance  in  these 
rates.  Well-informed  authorities,  however,  do  not  con- 
sider that  this  increase  will  be  granted,  inasmuch  as 
public  sentiment  is  strongly  opposed  to  it, 


i 


TEXAS  INTRASTATE  RATES 


19 


TABLE  2 


Single-Line  Rates  op  the  Railroad  Commission  op  Texas 


Distances — -Miles 


10  and 

12  and 

15  and 

18  and 

21  and 

24  and 

27  and 

30  and 

33  and 

36  and 

39  and 

42  and 

45  and 

48  and 

51  and 

54  and 

57  and 

60  and 

63  and 

66  and 

69  and 

72  and 

75  and 

78  and 

81  and 

84  and 

87  and 

90  and 

93  and 

96  and 

99  and 

102  and 

105  and 

108  and 

111  and 

114  and 

117  and 

120  and 

124  and 

128  and 

132  and 

136  and 

140  and 


less 

over    10 

over  12 ...  . 
over  15. . . . 
over    18. ... 

over    21 

over    24 

over    27 

over    30 

over    33 

over    36 

over    39 

over    42. . . . 

over    45 

over    48. ... , 

over    51 

over    54 ...  . 

over    57 

over    60. 

over    63 

over    66 

over    69 

over    72 

over    75 

over    78 

over    81 

over    84 

over    87 

over    90 

over   93 

over    96 

over    99 ... . 

over  102 

over  105. . . . 

over  108 

over  111. 

over  114 

over  117. 

over  120 

over  124 

over  128. . .. 

over  132 

over  136 


Kates  in  Cents  per  100  Pounds 


Classes 

L 

1 

2 

3 

4 

5 

A 

B 

C 

D 

B 

Less  than  Carloads 

Carloads 

13 

12 

10 

8 

6 

7 

6 

5 

5 

4 

14 

12 

11 

9 

6 

7 

6 

5 

5 

4 

15 

13 

12 

10 

7 

8 

6 

5 

5 

4 

16 

14 

12 

10 

8 

9 

7 

6 

5 

5 

17 

15 

13 

11 

9 

10 

8 

6 

6 

5 

18 

16 

14 

12 

10 

11 

9 

7 

6 

5 

19 

17 

15 

13 

11 

12 

10 

8 

7 

6 

20 

18 

16 

14 

12 

13 

11 

9 

7 

6 

21 

19 

17 

15 

13 

14 

12 

10 

8 

6 

••>o 

20 

18 

16 

14 

15 

13 

10 

8 

7 

23 

21 

19 

17 

15 

16 

14 

11 

9 

7 

24 

22 

20 

18 

16 

17 

14 

11 

9 

7 

21 

19 

17 

18 

15 

12 

10 

8 

26 

24 

22 

20 

17 

18 

15 

12 

10 

8 

27 

25 

23 

21 

18 

19 

16 

13 

11 

8 

28 

26 

24 

22 

18 

19 

16 

13 

11 

9 

29 

27 

25 

23 

19 

20 

17 

14 

12 

9 

30 

28 

26 

24 

19 

20 

17 

14 

12 

9 

31 

28 

26 

24 

20 

21 

18 

15 

13 

10 

32 

29 

27 

25 

20 

21 

18 

15 

13 

10 

33 

30 

28 

26 

21 

22 

19 

16 

13 

10 

34 

31 

29 

27 

21 

22 

19 

16 

13 

10 

35 

32 

30 

28 

22 

23 

20 

17 

14 

11 

36 

33 

o'l 

29 

22 

23 

20 

17 

14 

11 

37 

.!4 

32 

30 

23 

24 

21 

18 

14 

11 

38 

35 

S3 

30 

23 

24 

21 

18 

14 

11 

39 

36 

34 

31 

24 

25 

22 

19 

15 

12 

40 

37 

35 

32 

24 

25 

22 

19 

15 

12 

41 

38 

35 

32 

25 

26 

23 

20 

16 

13 

42 

39 

36 

33 

25 

26 

23 

20 

16 

13 

43 

40 

37 

34 

26 

27 

24 

21 

16 

13 

44 

41 

38 

35 

26 

27 

24 

21 

16 

13 

45 

42 

39 

36 

27 

28 

25 

22 

17 

14 

46 

43 

40 

37 

27 

28 

25 

22 

17 

14 

47 

44 

40 

38 

28 

29 

26 

23 

17 

14 

48 

45 

41 

39 

28 

29 

26 

23 

17 

14 

49 

46 

42 

40 

29 

30 

27 

24 

18 

15 

50 

47 

43 

41 

29 

30 

27 

24 

18 

15 

51 

47 

43 

41 

30 

31 

28 

25 

18- 

15 

52 

48 

44 

42 

30 

31 

28 

25 

18 

15 

53 

49 

45 

43 

31 

32 

29 

25 

18 

15 

54 

50 

45 

43 

31 

32 

29 

26 

19 

16 

55 

51 

46 

44 

32 

33 

30 

26 

19 

16 

i  Governed  toy  the  Texas  Classification. 


20 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  2— Continued 


Distances — Miles 


144  and  over 
148  and  over 
152  and  over 
156  and  over 
160  and  over 
164  and  over 
168  and  over 
172  and  over 
176  and  over 
180  and  over 
184  and  over 
188  and  over 
192  and  over 
196  and  over 
200  and  over 
205  and  over 
210  and  over 
215  and  over 
220  and  over 
225  and  over 
230  and  over 
235  and  over 
240  and  over 
245  and  over 
Over  245 


140. 

144. 
148. 
152. 

156. 

160. 

164. 

168. 

172. 

176. 

180. 

184. 

188. 

192. 

196. 

200. 

205. 

210.. 

215. 

220.. 

225. 

230.  . 

235.  . 

240.  , 


Rates  in  Cents  per  100  Pounds 


Classes1 

1 

o 

3 

4 

5 

A 

B 

C 

D 

E 

Less 

than 

Carloads 

Carloads 

56 

52 

47 

45 

32 

33 

30 

26 

19 

16 

57 

53 

48 

46 

33 

34 

31 

27 

19 

16 

58 

54 

49 

47 

33 

34 

31 

27 

19 

16 

59 

55 

50 

48 

34 

35 

32 

27 

20 

16 

60 

56 

51 

49 

34 

35 

32 

28 

20 

16 

61 

56 

51 

49 

35 

36 

33 

28 

20 

16 

62 

57 

51 

49 

35 

36 

33 

28 

20 

16 

63 

58 

52 

50 

36 

37 

34 

29 

20 

16 

64 

59 

53 

51 

36 

37 

34 

29 

21 

16 

65 

60 

54 

52 

37 

38 

35 

29 

21 

16 

66 

61 

55 

53 

37 

38 

35 

30 

21 

16 

67 

62 

56 

54 

38 

39 

36 

30 

21 

16 

68 

63 

57 

55 

38 

39 

36 

30 

21 

16 

69 

64 

58 

56 

39 

40 

37 

31 

22 

17 

70 

65 

58 

56 

39 

40 

37 

31 

22 

17 

71 

65 

58 

56 

40 

41 

37 

31 

22 

17 

72 

66 

59 

57 

40 

41 

38 

32 

22 

17 

73 

67 

59 

57 

41 

42 

38 

32 

22 

17 

74 

68 

59 

57 

41 

42 

38 

32 

22 

17 

75 

69 

59 

57 

42 

43 

39 

33 

23 

17 

76 

70 

60 

58 

42 

43 

39 

33 

23 

17 

77 

70 

60 

58 

43 

44 

39 

33 

23 

17 

78 

71 

60 

58 

43 

44 

40 

34 

23 

17 

79 

71 

60 

58 

44 

45 

40 

34 

23 

17 

80 

72 

60 

58 

44 

46 

40 

34 

23 

17 

1  Governed  by  tlie  Texas  Classification. 

In  this  table  observe  that  the  rates  from  12  to  120  miles 
increase  with  every  third  mile;  from  121  to  200  miles 
with  every  fourth  mile;  and  from  201  to  245  miles  with 
every  fifth  mile. 

4.  Joint  Rates 

For  the  transportation  of  shipments  over  two  or  more 
railroads  which  are  not  under  the  same  management  or 
control,  rates,  in  general,  are  made  by  the  addition  of 
the  following  scale  of  differentials  (in  cents  per  100 
pounds  and  governed  by  the  Texas  Classification)  to  the 
single-line  rates  shown  in  Table  2,  with  the  proviso  that 
when  the  sum  of  rates  prescribed  for  local  application  is 


TEXAS  INTRASTATE  RATES  21 

less  than  a  joint  rate  made  in  accordance  with  the  above 
instructions,  such  sum  of  rates  shall  be  used  as  the  joint 
rate: 

Classes    1       2      3       4       5      A      B      C      D      E 

Differentials 8       7       6      5      4       4      4       3       2      2 

5.  Maximum  Rates 

In  the  case  of  either  single-line  or  joint-line  hauls  the 
rates  between  points  in  Common  Point  Territory  are  not 
to  exceed  the  following  figures,  except  in  cases  like  Gal- 
veston and  other  cities  where  rates  are  constructed  by 
the  addition  of  differentials,  and  in  cases  where  a  higher 
basis  of  rates  is  shown  under  the  exceptions  given  on 
page  23. 

Classes  1   2   3   4   5  A   B   C   D   E 

Rates  80  72  60  5S  44  46  40  34  23  17 

For  illustration,  while  the  rates  from  Houston  to  any 
point  in  Common  Point  Territory,  over  245  miles  distant, 
are  fixed  at  the  maximum  scale,  the  rates  from  Galveston 
are  made  in  the  following  manner : 

Classes    1       2      3       4      5      A      B      C      D      E 

Common-point   rates... SO     72    60    58     44     46    40    34     23     17 
Differentials 7      653333222 

Through  rates S7    78    65     61    47    49    43    36    25    19 

6.  Specific  Rates 

The  basis  authorized  for  the  construction  of  rates  from 
the  Gulf  ports  of  Galveston  and  Texas  City  is  not  in 
conformity  with  that  for  the  local  and  joint  rates  just 
given. 


22         FEEIGHT  RATES— WESTERN  TERRITORY 

The  rates  from  these  ports  to  all  points  are  made  by 
constructing  the  rate  from  Houston,  Tex.,  to  final  desti- 
nation and  there  adding  the  following  scale  of  arbitraries 
(in  cents  per  100  pounds  and  governed  by  the  Texas 
Classification)  to  the  rates  so  constructed. 


Classes    . . . 
Arbitraries 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

7 

6 

5 

3 

3 

3 

3 

2 

2 

— i 

On  local  traffic  between  Houston  and  Galveston,  Hous- 
ton and  Texas  City,  Houston  and  Velasco,  Velasco  and 
Galveston,  Velasco  and  Texas  City,  Galveston  and  Texas 
City,  and  Galveston  and  North  Galveston,  the  following 
scale  of  rates  will  be  applied,  except  where  the  actual 
mileage  makes  less,  in  which  event  the  mileage  basis  is 
applied : 

Classes    1       2      3       4      5      A      B      C     D      E 

Rates 20     IS     10     15     12     12     11      9       S       5 

Between  Port  Arthur  or  Sabine  Pass  to  Texas  Common 
Points  rates  are  made  the  same  differentials  over  Beau- 
mont, Tex.,  as  Galveston  is  over  Houston. 

(a)  To  Points  Affected  by  Water  Competition 

To  meet  water  competition,  the  Texas  commission  fre- 
quently establishes  between  points  involved  specific  rates 
which  disregard  to  a  great  extent  the  long-and-short-haul 
principle.  Thus  the  carriers  are  enabled  to  compete 
to  some  extent  for  traffic  with  the  water  carriers.  The 
rates  between  Houston  or  Galveston  and  Texas  points 
are  shown  in  Table  3. 


TEXAS  INTRASTATE  RATES 


TABLE  3 


23 


Water  Ra'ies  Between  Houston  or  Galveston  and  Coast 

Points  * 


Rates 

in  Cents  per  100  1 

'OUNDS 

Between  Houston  ok  Galveston 

Classes1 

ANDT 

1 

o 

o 
O 

4 

5 

A 

B 

C 

D 

B 

Less  than  Carloads 

Carloads 

Port  Lavaca  and  Hawkinsville   .  . . 

30 

30 
30 
24 

30 

20 

30 

2S 
28 
22 

28 

18 

30 
20 
20 
20 

20 

16 

30 
20 
20 
18 

20 

15 

20 
15 
15 
15 

15 

12 

20 
15 
15 
15 

15 

12 

20 
15 
15 
14 

15 

11 

20 
15 
15 
11 

15 

9 

20 
15 
14 

9 

15 

8 

16 
14 
11 

7 

Sabine,    Sabine   Pass,    Port   Arthur, 
West    Port    Arthur,    and    Port 

13 

Between  Orange  and  Sabine,  Sabine 
Pass,    Port   Arthur,   West  Port 

5 

1  Governed  by  the  Texas  Classification. 

2  All  class  rates  applicable  to  shipments  transported  between  Galveston  and 
Beaumont  shall  be  observed  and  applied  to  shipments  of  the  same  class  trans- 
ported between  Galveston  and  Orange.  All  class  rates  applicable  to  shipments 
transported  from  Galveston  to  Orange  shall  be  observed  as  maxima  on  shipments 
of  the  same  class  transported  from  Port  Arthur  to  Orange. 


7.  Exceptions  to  Application  of  General  Basis 


As  may  be  inferred,  traffic  peculiarities  such  as 
scarcity  of  traffic,  cost  of  operation,  and  so  forth,  fre- 
quently enter  into  a  wholesale  adjustment  of  rates  of 
this  character  and  compel  a  disregard  of  the  general 
basis.  Eepresentative  exceptions  to  the  general  basis 
set  forth  in  the  preceding  pages  of  this  chapter  are 
given  in  Table  4.  It  has  not  been  deemed  expedient  to 
indicate  the  mileage  scales  applicable  to  the  various  lines 
shown  therein,  as  the  reproduction  of  a  number  of  scales 
would  tend  to  confuse  the  reader  rather  than  to  enlighten 
him  (page  23). 


24         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  4 

Exceptions  to  the  General  Application  of  Rates 


Stations  on  the 


Chicago,  Rock  Island  &  Gulf  Kail- 
way. 

Fort  Worth  &  Denver  City  Rail- 
way (Hodge  to  Bowie). 

Texas  Central  Railroad  (Dublin  to 
DeLeon ;  also  Cisco  and  Rising 
Star). 

San  Antonio  &  Aransas  Pass  Rail- 
way. 


Quanah,  Acme  &  Pacific  Railroad. 
Pecos  Valley  Southern  Railway. 
St.   Louis,    Brownsville  &  Mexico 
Railway. 


San  Benito  &  Rio  Grande  Valley 
Railway. 


Remarks 


Special  mileage  scale. 
Special  mileage  scale. 
Special  mileage  scale. 


South  of  Alice,  rates  are  made  by 
adding  to  the  distance  rates 
shown  in  Table  2  the  differential 
rates  named  in  Table  5. 

Special  mileage  scale. 

Special  mileage  scale. 

Between  stations  on  the  line  of  the 
San  Antonio  &  Rio  Grande  Rail- 
way and  other  points  in  Texas, 
rates  are  made  by  adding  to  the 
rates  applying  between  San  Juan 
and  other  points  in  Texas  the 
following  rates : 

Classes.  1     2    3    4     5ABCDE 

Rates...  18  16  14  12  1011  9  7  6  5 
These  rates  are  governed  by  the 
Texas  Classification. 

Rates  are  constructed  on  a  special 
scale  of  differentials. 


CHAPTER  III 

TEXAS  INTRASTATE  RATES  (Continued) 

1.  Differential  Territory 

A  different  basis  is  provided  for  the  construction  of 
rates  to,  from,  and  between  points  located  in  Differential 
Territory,  which  territory  is  described  as  embracing  all 
that  portion  of  the  State  of  Texas  not  embraced  in 
Common  Point  Territory,  as  previously  described  (see 
page  13). 

2.  Basis  for  Rates 

The  rates  to  or  from  points  in  this  territory  (with  some 
exceptions  which  are  enumerated)  on  shipments  moving 
more  than  245  miles  are  made  by  adding  to  the  maximum 
common-point  rates  the  rates  shown  in  Table  5,  applying 
continuous  mileage  for  the  distance  over  the  common 
point. 

Probably  the  most  striking  feature  in  this  territory 
is  the  few  lines  that  serve  it.  The  service  is  afforded 
by  a  comparatively  few  lines  as  contrasted  with  Common 
Point  Territory.  The  absence  of  competition,  therefore, 
must  have  some  bearing  on  the  higher  basis  of  rates 
which  is  applied  from  this  section  of  the  state. 

25 


26         FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  5 

Differential  Rates 


Distances — Miles 


20  and  less. 

30  and  over 

40  and  over 

50  and  over 

60  and  over 

70  and  over 

80  and  over 

90  and  over 

100  and  over 

110  and  over 

120  and  over 

130  and  over 

140  and  over 

150  and  over 

160  and  over 

170  and  over 

180  and  over 

190  and  over 

200  and  over 

215  and  over 

230  and  over 

245  and  over 

260  and  over 

Over  260 


20. 

30. 

40. 

50. 

60. 

70. 

80. 

90. 
100. 
110. 
120. 
130. 
140. 
150. 
160. 
170. 
180. 
190. 
200. 
215. 
230. 
245. 


Rates  in  Cents  per  100  Podnds 
Classes1 


A   B 


D  E 


Less  than  Carloads 


Carloads 


o 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 


2 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 


1 
1 
o 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 


19  18 

20  19 


21 
22 
23 
23 


20 
20 
21 
21 


9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
19 
20 
20 


1 
1 
1 
1 
2 
3 
4 
5 
6 
7 


8 
9 
9 

10 
10 
11 
11 
12 
12 
13 
13 
14 


1 

1 
1 
2 

3 
4 

5 

6 

7 

S 

8 

9 

9 

10 

10 

11 

11 


1 

1 

1 
1 
2 
2 
3 
4 
5 
6 
6 
7 
7 
8 
8 
9 
9 


12  10 

12  10 

13  11 

13  11 

14  12 

14  12 

15  13 


1 

1 
1 
1 

2 

2 

2 

3 

4 

5 

5 

6 

6 

7 

7 

8 

8 

9 

9 

10 

10 

11 

11 

12 


1 
1 
1 
1 
2 

2 
2 

3 
3 

4 
4 
5 
5 
6 
6 
7 
7 
8 
8 
9 
9 
10 
10 
11 


1 
1 
1 
1 
2 
2 
2 
2 
3 
3 
3 
4 
4 
5 
5 
6 
6 
7 
7 
8 
8 
9 
9 
10 


1  Governed  by  the  Texas  Classification. 

The  rates  so  made  on  shipments  between  points  on  the 
Galveston,  Harrisburg  &  San  Antonio  Railway  (San 
Antonio  and  west)  or  between  points  on  the  Texas  & 
Pacific  Railway  (Sherman  or  Dallas  and  west)  shall  not 
exceed  the  following  figures : 


Classes 
Rates  . 


.1234       5ABCDE 
.100     93    SI     78    5S     61     53     44    32    24 


3.  Exceptions  to  General  Basis 
Some  of  the  exceptions  to  this  basis  made  by  the  Texas 
Commission  are  as  follows : 


TEXAS  INTRASTATE  RATES 


27 


1.  Rio  Grande  Railroad: 


Rates  in  Cents 

per  100  Pounds 

Between 

Classes  i 

1 

2       3       4 

5 

A      B      C      D 

E 

Less  than  Carloads 

Carloads 

Brownsville  and  end  of  track 

30 

2G     22     19 

IS 

20     19     10     14 

11 

Brownsville  and  Point  Isabel 

and  intermediate  points. . . . 

28 

21     17     15 

12 

14     13     11       9 

6 

Point  Isabel  and  end  of  track 

Laguna  Madre 

10 

8       G       5 

4 

4       4       4       3 

o 

1  Governed  by  the  Texas  Classification. 


2.  St.  Louis,  Brownsville  &  Mexico  Railway,  south  of  Robs- 
town,  and  San  Antonio  &  Aransas  Pass  Railway  south  of  Alice : 

(a)  The  rates  on  all  classes  and  commodities  moving  between 
points  on  the  San  Antonio  &  Aransas  Pass  Railway  south  of 
Alice  and  other  points  in  Texas  shall  be  made  by  employing, 
for  such  mileage  south  of  Alice  traversed  by  the  shipments,  the 
differential  rates  as  prescribed  in  the  various  tariffs  adopted  or 
approved  by  this  commission  regardless  of  the  distance  such 
shipments  may  move  in  excess  of  such  mileage  south  of  Alice,. 

(b)  The  rates  on  all  classes  and  commodities  moving  between 
points  on  the  St.  Louis,  Brownsville  &  Mexico  Railway  south  of 
Robstown  and  points  on  other  lines  in  Texas  (other  than  St.  L., 
B.  &  M.  junctions),  shall  be  made  by  employing,  for  the  mileage 
south  of  Robstown  traversed  by  the  shipments,  the  differential 
rates  as  prescribed  in  the  various  tariffs  adopted  or  approved  by 
this  commission  regardless  of  the  distance  such  shipments  may 
move  in  excess  of  such  mileage  south  of  Robstown. 

3.  Wichita  Valley  Railway:  The  line  of  the  Wichita  Valley 
Railway  west  of  Sagerton  shall  be  treated  as  in  differential 
territory,  and  the  following  differential  figures  shall  be  observed, 
under  the  rules  governing  the  application  of  differentials,  for 
the  distance  west  of  Stamford  on  shipments  moving  to  or  from 
the  points  named  below  : 


28 


FREIGHT  RATES— WESTERN  TERRITORY 


Rates  in  Cents  per  100  Pounds 

Stations 

Classesi 

12        3        4 

5         ABODE 

Less  than  Carloads 

Carloads 

3  2        11 

4  3        2        1 

4  3        2        1 

5  4        3        2 

6  5        4        3 

6  5        4        3 

7  6        5        4 

8  7         6        5 
S         7         G         5 

111111 

Oriana    

111111 
111111 
12  1111 
2        3        2        2        2        2 

Jayton   

2        3        2        2        2        2 

Girard    

Sterlev  

3  4        2        2        2        2 

4  5        3        2        2        2 

Spur  

4        5        3        2        2        2 

1  Governed  by  the  Texas  Classification. 

4.  Quanah,  Acme  &  Pacific  Railway :  The  line  of  the  Quanah, 
Acme  &  Pacific  Railway  west  of  Quanah  shall  be  treated  as  in 
differential  territory,  and  the  following  differential  figures  shall 
be  observed,  under  the  rules  governing  the  application  of  differ- 
entials, for  the  distance  west  of  Quanah  on  shipments  moving  to 
or  from  the  points  named  below  : 


Rates  in  Cents  per  100  Pounds 

Stations 

Classes1 

12        3        4 

5         A       B        C       D      E 

Less  than  Carloads 

Carloads 

Lazare   

3         2         11 

3  2         11 

4  3         2         1 

5  4         3         2 
G         5         4         3 

11        1       1        1       1 

Somiuer  

111111 

Baker  

111111 

Swearingen 

12       1111 

Paducah    

2        3        2        2        2        2 

1  Governed  by  the  Texas  Classification. 


5.  Pecos  Valley  Southern  Railway :  Class  rates  applicable  to 
shipments  moving  between  points  on  the  Pecos  Valley  Southern 
Railway  and  points  on  other  lines  in  Texas  shall  be  made  by 
employing,  for  the  distance  moved  by  the  Pecos  Valley  Southern 


TEXAS  INTRASTATE  RATES  29 

Railway,  the  regularly  prescribed  differential  rates  regardless  of 
the  distance  such  shipments  may  move  in  excess  of  such  Pecos 
Valley  Southern  Railway  mileage  actually  traversed;  that  is, 
the  provision  that  shipments  must  move  more  than  245  miles 
before  differentials  are  added  will  be  waived  and  differentials 
will  be  employed  in  all  cases  of  joint  shipments  to  or  from 
points  on  that  line. 

6.  Crosbyton-Southplains  Railroad :  Joint  rates  on  all  carload 
and  less-than-carload  shipments  of  freight  moving  between  points 
on  the  Crosbyton-Southplains  Railroad  and  points  on  other  lines 
of  railway  in  Texas  shall  be  made  by  employing,  for  the  distance 
moved  by  the  Crosbj'ton-Southplains  Railroad,  the  regular  pre- 
scribed differential  rates  regardless  of  the  distance  such  shipments 
may  move  in  excess  of  such  Crosbyton-Southplains  Railroad 
mileage  actually  traversed;  that  is,  the  line  of  said  Crosbyton- 
Southplains  Railroad  will  be  considered  as  in  differential 
territory,  and  the  provisions  that  shipments  must  move  more 
than  certain  prescribed  maximum  tariff  distances  before  differ- 
entials are  added  will  be  waived  and  differentials  will  be 
employed  in  all  cases  of  joint  shipments  to  or  from  points  on 
that  line. 

4.  Construction  of  Rates 

Rates  between  points  located  in  Texas  Common  Point 
Territory  on  the  one  hand  and  Texas  Differential  Ter- 
ritory on  the  other  involve  the  combination  basis;  that 
is,  the  rates  applicable  for  the  haul  in  Common  Point 
Territory  are  combined  with  those  applying  in  Differ- 
ential Territory. 

To  illustrate  the  construction  of  rates  in  Common  Point 
and  Differential  territories  and  between  them,  in  Table  6 
are  shown  certain  rates  applying  between  Houston,  Tex., 
and  points  on  the  Galveston,  Harrisburg  &  San  Antonio 
Railway,  west  of  Houston  to  and  including  El  Paso,  Tex. 


30         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  6 

Class  Rates  Applicable  Between  Houston,  Texas,  and 

Stations  on  the  Galveston,  Harrisburg  &  San 

Antonio  Railway  West  of  Houston 


Between 

Miles      Houston.   Texas, 
and 


2 

15 

20 

36 

42V2 

52 

74 

99 
125 
144% 
209 
22G 
234 
241 
248 
258 
272 
301 
341 
104 
170 
50S 
515 
599 
660 
708 
749 
799 
829 


Chaney  Jet.,  Texas.  . 

Lotus,  Texas 

Stafford,   Texas 

Rosenberg,   Texas... 

Randon,  Texas 

East  Bernard,  Texas 

Ramsey,  Texas 

Weimar,    Texas 

Janice,  Texas 

Harwood,    Texas.  .  .  . 
San  Antonio,  Texas. 

Maedona,  Texas 

Lacoste,  Texas 

Noonan.  Texas 

Dunlay,  Texas 

Hondo,  Texas 

Seco,  Texas 

Uvalde.   Texas 

Spofford,   Texas 

Feeley,  Texas 

Lozier,  Texas 

Feodora,    Texas 

Sanderson,   Texas... 

Strobel,   Texas 

Quebec,   Texas 

Dablberg,    Texas 

Torcer,  Texas 

Fa  bens,   Texas.... 
El  Paso,  Texas. . . . 


Rates  in  Cents  per  100  Pounds 


Classes1 

1 

o 

3 

4 

5 

A 

B 

C 

D 

E 

13 

12 

10 

8 

6 

7 

6 

5 

5 

4 

15 

13 

12 

10 

7 

8 

6 

5 

5 

4 

17 

15 

13 

11 

9 

10 

8 

6 

6 

5 

22 

20 

18 

16 

14 

15 

13 

10 

8 

8 

25 

23 

21 

19 

17 

IS 

15 

12 

9 

8 

28 

26 

23 

21 

18 

19 

16 

13 

11 

9 

35 

32 

30 

2S 

22 

23 

20 

17 

14 

11 

44 

21 

3S 

35 

26 

27 

24 

21 

16 

13 

52 

48 

44 

42 

30 

31 

28 

25 

18 

15 

57 

53 

4S 

46 

33 

34 

31 

27 

19 

16 

72 

66 

59 

57 

40 

41 

38 

32 

22 

17 

76 

71 

60 

58 

42 

43 

39 

33 

22 

17 

77 

70 

60 

58 

43 

44 

39 

33 

23 

17 

79 

71 

60 

58 

44 

45 

40 

34 

23 

17 

80 

72 

60 

58 

44 

46 

40 

34 

23 

17 

82 

74 

61 

59 

45 

47 

41 

35 

24 

IS 

82 

74 

61 

59 

45 

47 

41 

35 

24 

IS 

85 

76 

63 

60 

45 

48 

41 

35 

24 

IS 

89 

80 

67 

64 

49 

52 

14 

37 

2(i 

19 

96 

S7 

74 

61 

53 

56 

48 

41 

29 

22 

102 

93 

SO 

77 

56 

59 

51 

44 

32 

25 

104 

95 

82 

78 

57 

60 

52 

45 

33 

26 

105     95     SI     78     58     61     53     46    34    27 


92     85     78     78     45     56     51     39     28     22 


1  Governed  by  the  Texas  classification. 


Common  Point  Territory  on  this  line  terminates  shortly 
west  of  Dunlay,  Tex.?  at  approximately  252  miles  from 


TEXAS  INTRASTATE  RATES  31 

Houston.  Beyond  that  point  all  stations  are  in  Differen- 
tial Territory. 

The  rates  to  the  stations  up  to  and  including  Dunlay, 
Tex.,  are  in  strict  accordance  with  the  rate  basis  set  forth 
in  Table  2,  while  to  points  in  Differential  Territory,  i.  e., 
west  of  Dunlay,  if  252  miles  are  deducted  from  the  figures 
shown  in  the  left-hand  column  to  obtain  the  distance 
from  Common  Point  Territory.  If  the  scale  shown  in 
Table  5  is  added  to  the  maximum  common-point  rate,  it 
will  be  found  that  the  rates  are  in  conformity  with  the 
basis  set  forth  for  the  construction  of  differential  rates. 
At  Sanderson,  Tex.,  it  will  be  observed  that  the  maximum 
rate  is  reached,  i.  e.,  the  combination  of  the  highest  rate 
permitted  in  Common  Point  Territory  with  the  highest 
rate  permitted  in  Differential  Territory,  and  that  from 
that  point  for  314  miles  west  the  rate  is  blanketed  to  all 
intermediate  stations. 

At  El  Paso,  Tex.,  owing  to  the  fact  that  there  is  a  more 
direct  and  consequently  shorter  route,  the  Galveston, 
Harrisburg  &  San  Antonio  Railway  is  compelled  to  meet 
the  short-line  rates,  under  the  rule  previously  explained 
whereby  when  two  points  are  served  by  more  than  one 
carrier,  the  rate  applicable  via  the  shortest  route  is  to  be 
met  by  the  competing  lines.  This  has  no  bearing  on  the 
rates  to  intermediate  points  and  the  carriers  are  per- 
mitted to  exceed  the  short-line  rates  at  intermediate 
points,  as  indicated  in  Table  6. 

5.  Commodity  Rates 

There  are  also  quite  a  number  of  commodity  rates 
established  by  the  Railroad  Commission  of  the  state, 
which  are  applicable  upon  such  traffic  as  cotton  and  cotton 


32         FREIGHT  RATES— WESTERN  TERRITORY 

seed  products,  grain  and  grain  products,  live  stock,  pack- 
ing house  products,  vegetables  and  fruit  (both  fresh  and 
canned),  brick,  clay,  sand,  stone,  coal,  and  lignite;  also 
a  host  of  other  rates  covering  practically  all  the  mineral 
and  agricultural  products  of  the  state. 

Within  the  past  two  decades,  Texas  has  made  vast 
strides  in  the  development  of  her  natural  resources,  and 
with  the  intensified  farming  methods  now  employed,  it 
may  reasonably  be  anticipated  that  still  greater  volumes 
of  products  of  the  farm  trill  be  produced  and  exported 
to  other  states. 

The  basis  for  the  construction  of  rates  on  live  stock  is 
representative  of  others.  The  notes,  rules,  and  regula- 
tions, and  other  requirements  announced  tend  to  show 
what  a  great  effect  the  rates  prescribed  by  the  Railroad 
Commission  of  the  State  of  Texas  have  exerted  on  inter- 
state traffic  destined  to  the  Southwest. 

Live  Stock 

Rates  in  cents  per  100  pounds,  to  apply  on  shipments  of  live 
stock  as  specified,  in  carloads,  transported  by  railroads  between 
points  in  Texas. 

Section  1.  Explanation 

Columns  headed  No.  1  contain  rates  to  apply  on  shipments 
transported  over  a  single  line  of  railroad  or  over  two  or  more 
lines  of  railroad  which  are  under  the  same  management  and 
control. 

Columns  headed  No.  2  contain  rates  to  apply  on  shipments 
transported  over  two  or  more  lines  of  railroad  which  are  not 
under  the  same  management  and  control. 


TEXAS  INTRASTATE  RATES  33 

Table  No.  1.    Rates  on  Horses  and  Mules 


Distances— Miles 


Rates 


Rates 


No.  1 


No.  2 


10  and  less  9  12 

15  and  over  10    10  13 

20  and  over  15    10%  13% 

25  and  over  20    11  14% 

30  and  over  25    11%  15 

35  and  over  30    12  15% 

40  and  over  35    12%  16 

45  and  over  40    13  16% 

50  and  over  45    13%  17 

60  and  over  50    14  17% 

70  and  over  60    14  18% 

80  and  over  70    15  19 

00  and  over  80    15%  19% 

100  and  over  90    16  20 

125  and  over  100   17  21% 


Distances — Miles 

No.  1  No.  2 

150  and  over  125    18  22% 

175  and  over  150    19  23% 

200  and  over  175    20  25 

250  and  over  200    21%  26% 

300  and  over  250   23  27% 

350  and  over  300    24%  28% 

400  and  over  350    26  30 

450  and  over  400    27%  31% 

500  and  over  450    29  32  % 

550  and  over  500   30%  33% 

600  and  over  550   32  35 

650  and  over  600    33%  36% 

700  and  over  650    35  37% 

750  and  over  700   36  38% 

Over    750 37  40 


Table  No.  2. — Rates  on  hogs,  sheep,  goats,  work  oxen  and  beef 
cattle ;  it  being  understood  that  ' '  beef  cattle ' '  are  those  shipped 
to  market  for  slaughter,  and  not  intended  for  further  condi- 
tioning by  regular  feed  or  pasture. 


Rates 


Distances — Miles 

No.  1  No.  2 

10  and  less    6  8% 

15  and  over    10    6%  9 

20  and  over    15    7  9% 

25  and  over    20    7  %  10 

30  and  over    25    8  10% 

35  and  over    30   8%  11% 

40  and  over    35    9  12 

45  and  over    40    9%  12% 

50  and  over    45    10  13 

60  and  over    50    10%  13% 

70  and  over    60   11  14% 

80  and  over    70    11  %  15 

90  and  over    80    12  15  % 

100  and  over    90    12%  16% 

125  and  over  100    13%  17% 


Rates 


Distances — Miles 

No.  1 

No.  2 

150  and  over  125 

.  .  15 

18% 

175  and  over  150 

•  •  16% 

20 

200  and  over  175 

. .  17% 

21% 

250  and  over  200  

•  •  18% 

22% 

300  and  over  250 

.  .  20 

23% 

350  and  over  300 

••  21% 

25 

400  and  over  350 

■  ■  22% 

26 

450  and  over  400 

..  23% 

27 

.  .  25 

28 

550  and  over  500 

■  ■  26% 

29 

600  and  over  550 

■  •  27% 

30 

650  and  over  600 

•  •  28% 

31 

700  and  over  650 

..  30 

32 

..  31% 

33 

•  •  32% 

34 

Table  No.  3. — Rates  on  shipments  of  cattle,  all  kinds,  except 
such  as  are  subject  to  rates  in  Table  No.  2 ;  also  on  cow  ponies 
shipped  with  and  used  for  herding  stock  cattle,  transported  over 


34 


FREIGHT  RATES— WESTERN  TERRITORY 


a  single  line  of  railroad  or  over  two  or  more  lines  of  railroad 
which  are  under  the  same  management  and  control. 


Distances — Miles  Rates 

20  and  less  5 

30  and  over    20     5% 

40  and  over    30     6 

50  and  over    40    7 

GO  and  over    50    8 

80  and  over    60    8% 

100  and  over    80     9 

120  and  over  100     10 

140  and  over  120     10% 

160  and  over  140     11 

180  and  over  160     11% 

200  and  over  180     12 

220  and  over  200     12% 

240  and  over  220     13 

260  and  over  240     13% 

280  and  over  260    14 

300  and  over  280     14  V, 


Distances — Miles  Rates 

320  and  over  300    15 

340  and  over  320    15% 

360  and  over  340    16 

380  and  over  3G0    17 

400  and  over  380    18 

425  and  over  400    19 

450  and  over  425    19% 

475  and  over  450    20 

500  and  over  475    20% 

525  and  over  500    21 

550  and  over  525    21  % 

GOO  and  over  550    22 

650  and  over  600    23 

700  and  over  650    24 

750  and  over  700    25 

800  and  over  750    27% 

Over    800 30 


Joint  rates  to  apply  on  shipments  of  stock  cattle  and  cow  ponies 
used  in  herding  same,  transported  over  two  or  more  lines  of 
railroad  which  are  not  under  the  same  management  and  control, 
shall  be  made  by  adding  two  (2)  cents  per  100  pounds  to  the 
rates  above  prescribed  for  single  line  application. 

Section  2.   Minimum  Weights 

Subject  to  the  provisions  of  the  law  of  the  State  of  Texas 
affecting  the  transportation  of  calves,  goats,  hogs  and  sheep,  in 
double-deck  cars.  Article  6555  and  6556,  Revised  Statutes  of 
Texas. 

The  minimum  weight  of  shipments  transported  over  railroads 
of  standard  gauge  shall  be  in  proportion  to  the  internal  lengths 
of  the  cars  employed,  as  indicated  in  the  following  tables : 

1.  For  shipments  of  horses,  mules,  beef  cattle  and  work  oxen, 
and  for  double-deck  shipments  of  calves,  goats,  hogs  and  sheep. 


Minimum  weights, 
Internal  length  of  cars  pounds 


31  feet  and  less    .  . 
34  feet  and  over  31 


19,000 
20,500 


Minimum  weights, 
Internal  length  of  cars  pounds 


36%  feet  and  over  34  22,000 

40      feet  and  over  36%       24,500 


TEXAS  INTRASTATE  RATES 


35 


2.  For  shipments  of  cattle,  all  kinds,  except  those  provided  for 
in  Items  1  and  3  of  this  section ;  also  on  shipments  of  cow  ponies 
provided  for  in  Table  No.  3,  Section  1, 


Minimum  weights, 
Internal  length  of  cars  pounds 


31  feet  and  less    .  . . 
34  feet  and  over  31 


18,000 
19,000 


Minimum  weights, 
Internal  length  of  cars  pounds 


36%  feet  and  over  34  20,000 

40      feet  and  over  36y2       21,000 


3.  For  shipments  of  calves,  goats,  hogs  and  sheep,  each  suffi- 
cient in  quantity  to  load  only  a  single-deck  car. 


Minimum  weights, 
Internal  length  of  cars  pounds 


31  feet  and  less    .  . 
34  feet  and  over  31 


15,000 
15,500 


Minimum  weights, 
Internal  length  of  cars  pounds 


36%  feet  and  over  34  16,000 

40       feet  and  over  36%        16.500 


4.  Minimum  weight  on  cars  exceeding  40  feet  in  length  shall 
be  on  the  basis  of  3  per  cent  of  the  40-foot  minimum  for  each  foot 
or  fraction  thereof  in  excess  of  40  feet. 

Note: — The  foregoing  regulations  shall  not  be  construed  as 
imposing  upon  railroad  companies  the  obligation  to  furnish  cars 
of  specified  dimensions. 

The  minimum  weight  of  shipments  transported  over  railroads 
of  narrow  gauge  shall  be  as  follows:  For  horses,  mules,  beef 
cattle,  stock  cattle,  oxen  and  cows,  and  double-deck  shipments  of 
calves,  goats,  hogs  and  sheep,  20,000  pounds;  for  shipments  of 
calves,  goats,  hogs  and  sheep,  each  sufficient  to  load  only  a  single- 
deck  car,  15,000  pounds  per  car. 


Section  3.   Transportation  of  Men  in  Charge 

Men  in  charge  of  shipments  of  live  stock,  in  carloads,  when 
belonging  to  one  consignor,  shall  be  passed  as  follows : 

1.  Pass  one  man  in  charge  of  one  car  of  live  stock,  except 
horses  and  mules,  no  return  pass.  Pass  one  man  each  way  in 
charge  of  one  car  of  horses  and  mules. 

2.  Pass  one  man  each  way  in  charge  of  two  to  five  cars  of  live 
stock,  all  kinds. 


36         FREIGHT  RATES— WESTERN  TERRITORY 

3.  Pass  two  men  each  way  in  charge  of  six  to  ten  cars  of  live 
stock,  all  kinds. 

4.  Pass  three  men  each  way  in  charge  of  eleven  or  more  cars 
of  live  stock,  all  kinds,  which  will  be  the  maximum  number  of 
men  that  Will  be  passed  with  any  shipment  of  live  stock  from 
one  shipper  in  the  same  train. 

5.  The  railway  company  at  point  of  origin  may,  for  the  pur- 
pose of  preventing  the  abuse  of  the  privileges  herein  provided 
for,  require  of  the  shipper  or  his  agent,  a  sworn  statement  to  the 
effect  that  he,  or  his  principal,  is  the  real  owner  of  the  shipment 
offered,  and  that  the  number  of  men,  for  which  free  passage  is 
asked,  are  actually  needed  in  order  to  properly  care  for  the  same. 

6.  Return  transportation  for  men  in  charge  of  live  stock  ship- 
ments shall  be  good  only  when  presented  within  twenty-four 
hours  of  date  of  issue  and  for  continuous  passage  without  lay- 
over, from  the  destination  of  the  shipment  to  the  shipping  points, 
and  shall  be  limited  to  fifteen  days  from  date  of  shipment  from 
original  shipping  point. 

7.  Each  railroad  company  shall  use  proper  methods  to  secure 
the  identification  of  parties  entitled  to  free  transportation  under 
this  section. 

Section  4.    Application  of  Rates 

The  rates  and  regulations  of  this  tariff  apply  on  shipments  of 
live  stock,  as  described,  when  transported  in  ordinary  stock  cars 
or  stable  cars.  When  in  palace  stock  cars  the  shipments  will  be 
charged  the  customary  rental  of  the  companies  owning  such  cars 
in  addition  to  the  freight  rates  herein  established. 

A  stable  car  is  one  having  two  gates  which  divide  its  interior 
into  three  compartments,  while  palace  cars  have  a  separate  stall 
for  each  animal. 

Section  5.    Exceptions 

1.  The  rate  between  Houston,  Galveston  and  intermediate  sta- 
tions on  shipments  of  live  stock  subject  to  this  tariff  shall  be 
5  cents  per  100  pounds,  with  minimum  charge  of  $10  per  car. 


TEXAS  INTRASTATE  RATES 


37 


5.  Texas  &  Gulf  Railway :  Shipments  of  live  stock  from  stations 
on  the  Texas  &  Gulf  Railway,  destined  to  Longview  Junction, 
shall  be  subject  to  a  switching  charge  of  $2.50  per  car,  in  addition 
to  the  local  freight  rates  prescribed  in  this  tariff,  when  such 
shipments  are  unloaded  at  the  stock  pens  of  the  Texas  &  Pacific 
Railway  at  Longview  Junction. 

6.  Weatherford,  Mineral  Wells  &  Northwestern  Railway :  Rates, 
in  cents  per  100  pounds,  to  apply  as  indicated  in  the  table  below : 


Fort   Worth 

Dallas 

Horses 

Beef 

Horses 

Beef 

Between — 

AND 

and 

cattle, 

Stock 

and 

cattle, 

Stock 

mules 

etc. 

cattle 

mules 

etc. 

cattle 

Lemley    to 

Mineral 

Wells, 

inclusive 

13 

9% 

7 

15 

11% 

8% 

Salesville  and 

Oran 

15 

11% 

8% 

17 

13% 

10 

16 

12% 

9 

18 

15 

10% 

Rates  to  intermediate  points  not  to  be  affected. 
7.  San  Antonio  &  Aransas  Pass  Railway :  Rates,  in  cents  per 
100  pounds: 


Horses 

Beef  cat- 

Between San  Antonio  and — 

and 

tle,  oxen 

Stock 

mules 

and  cows 

cattle 

Van  Raub  6 

Boerne     7 

Waring    8  % 

Comfort     8% 

Ganahl    9 

Kerrville    9 


5% 

5 

6 

5% 

7% 

7 

7% 

7 

8 

7% 

8 

7% 

8.  International  &  Great  Northern  Railway  and  San  Antonio 
&  Aransas  Pass  Railway :  Rate  on  beef  cattle  and  calves,  in  car- 
loads,  from  Rockdale  to  Galveston,  17  y2  cents  per  100  pounds. 

9.  Texas  Mexican  Railway :  Stock  cattle,  carloads,  from  Laredo 
to  Bruni  and  intermediate  points,  when  for  grazing  purposes, 
$7.50  per  car. 


38         FREIGHT  RATES— WESTERN  TERRITORY 

1214.  The  Galveston,  Harrisburg  &  San  Antonio  Railway  (old 
N.  Y.,  T.  &  M.  and  G.,  W.  T.  &  P.  Rys.)  is  authorized  to  stop  in 
transit  carload  shipments  of  live  stock,  to  load  or  unload,  at  a 
charge  of  $5.00  per  car  for  the  stop,  in  addition  to  the  through 
rate  from  point  of  origin  to  destination  on  shipments  originating 

at  or  destined  to  such  points. 

*********** 

14.  Missouri,  Kansas  &  Texas  Railway  of  Texas:  Beef  cattle, 
in  carloads,  from  Bartlett,  Granger,  Circleville,  Taylor  and  Coup- 
land  to  Galveston,  17!/2  cents  per  100  pounds. 

15.  Gulf,  Colorado  &  Santa  Fe  Railway :  Live  stock,  carloads, 
between  Allen  Farm  and  Rogers  Ranch,  $10.00  per  car. 

27.  Allowance  for  "Fill." — Missouri,  Kansas  &  Texas  Railway 
Company  of  Texas ;  Fort  "Worth  &  Denver  City  Railway;  Gulf, 
Colorado  &  Santa  Fe  Railway;  International  &  Great  Northern 
Railway;  Fort  Worth  &  Rio  Grande  Railway;  St.  Louis,  San 
Francisco  &  Texas  Railway  Company;  San  Antonio  &  Aransas 
Pass  Railway ;  Texas  &  Pacific  Railway ;  Trinity  &  Brazos  Valley 
Railway;  Chicago,  Rock  Island  &  Gulf  Railway;  Galveston, 
Harrisburg  &  San  Antonio  Railway ;  Texas  &  New  Orleans  Rail- 
road ;  Houston  &  Texas  Central  Railroad ;  Houston  East  &  West 
Texas  Railway;  St.  Louis  Southwestern  Railway  of  Texas; 
Wichita  Falls  &  Northwestern  Railway  of  Texas ;  Wichita  Falls 
&  Southern  Railway;  Pecos  &  Northern  Texas  Railway  and 
Southern  Kansas  Railway  of  Texas:  Pending  the  establishment 
of  the  necessary  scales  and  other  proper  facilities  at  the  Fort 
Worth  Stock  Yards  at  North  Fort  Worth,  Texas,  for  the  weigh- 
ing, before  or  immediately  after  unloading,  of  live  stock  ship- 
ments from  points  in  Texas  and  delivered  at  such  stock  yards, 
an  allowance  for  "fill"  will  be  made  by  the  above  named  lines 
of  railway,  as  follows : 

Cattle  and  calves 600  pounds  per  car 

Hogs  in  single-deck  cars 200  pounds  per  car 

Hogs  in  double-deck  cars 400  pounds  per  car 


TEXAS  INTRASTATE  RATES  39 

The  net  weight  so  obtained  to  be  subject  to  established  and 
published  minimum  carload  weights  governing  the  transporta- 
tion of  live  stock,  and  no  allowance  will  be  made  on  any  other 
class  of  live  stock. 


6.  Basis  for  the  Construction  of  Rates  on  Live  Stock 

The  following  is  the  basis  for  rates  authorized  by  the 
state  commission  for  the  construction  of  rates  on  ship- 
ments of  live  stock  moving  within  the  state  of  Texas : 

36.  Beef  Cattle.  Reconsigning  from  Market  Points. — The 
privilege  of  the  Fort  Worth,  Dallas,  Houston,  San  Antonio  and 
Amarillo  markets  will  be  allowed  on  shipments  of  beef  cattle 
when  consigned  through  or  when  consigned  locally  to  the  market 
points  above  named  and  reconsigned,  thence  to  any  of  said  points ; 
provided,  the  initial  and  second  movements  are  in  direct  line  of 
transit ;  and  provided  further  that  the  actual  mileage  traversed 
by  the  shipment  is  employed  in  determining  the  through  rate, 
and  that  the  shipment  is  reconsigned  within  48  hours  after  reach- 
ing the  first  destination,  except  when  Sunday  or  a  legal  holiday 
intervenes  72  hours  will  be  allowed ;  and  provided  further  that 
all  shipments  reconsigned  from  the  market  points  named  must 
be  by  authority  of  the  line  bringing  the  shipment  into  that  point. 
In  case  of  reconsignment  all  expense  incidental  to  moving  the 
shipments  to  and  from  private  stock  yards  to  be  added  to  the 
through  rate. 

This  arrangement  to  apply  on  shipments  of  beef  cattle  having 
origin  and  destination  on  the  lines  hereinafter  named,  or  having 
origin  or  destination  on  connecting  lines,  the  lines  named  herein 
being  intermediate  carriers : 

Galveston,  Harrisburg  &  San  Antonio  Railway ;  Texas  &  New 
Orleans  Railroad ;  Houston  &  Texas  Central  Railroad ;  Wichita 
Valley  Railway;  Houston,  East  &  West  Texas  Railway;  Fort 
Worth  &  Denver  City  Railway;  Pecos  &  Northern  Texas  Rail- 
way;  Chicago,  Rock  Island  &  Gulf  Railway;  St.  Louis,  San 


40         FREIGHT  RATES— WESTERN  TERRITORY 

FraDcisco  &  Texas  Railway ;  Southern  Kansas  Railway  of  Texas ; 
Fort  Worth  &  Rio  Grande  Railway;  Missouri,  Kansas  &  Texas 
Railway  of  Texas;  International  &  Great  Northern  Railway; 
Gulf,  Colorado  &  Santa  Fe  Railway;  Trinity  &  Brazos  Valley 
Railway;  Texas  &  Pacific  Railway;  Galveston,  Houston  & 
Henderson  Railroad ;  Beaumont,  Sour  Lake  &  Western  Railway ; 
Orange  &  Northwestern  Railroad ;  St.  Louis,  Brownsville  & 
Mexico  Railway ;  San  Antonio  &  Aransas  Pass  Railway. 

General  Rules 

1.  Mixed  Carloads. — A  shipment  composed  of  two  or  more 
kinds  of  live  stock,  loaded  in  the  same  car,  shall  be  subject  to 
the  rate  prescribed  for  that  kind  of  live  stock  contained  in  the 
car,  which,  in  straight  carloads,  takes  a  higher  rate  than  the 
balance  of  the  shipment;  provided,  that  a  charge  made  under 
this  rule  shall  not  exceed  the  aggregate  of  charges  on  the  various 
portions  of  the  shipment,  at  the  rate  applicable  to  each  portion, 
if  shipped  separately. 

2.  Dipping-in-Transit. — Shipments  of  live  stock,  in  carloads, 
between  points  in  Texas  may  be  stopped-in-transit,  at  dipping 
points  designated  by  the  State  or  Federal  Government,  for  the 
purpose  of  dipping,  at  a  charge  of  $5.00  per  car  in  addition  to 
the  through  rate  applicable  frow-.  origin  to  destination. 


CHAPTER  IV 
all-rail  interstate  rates  to  and  from  texas 

1.  Development 

The  rates  in  effect  from  St.  Louis  to  Texas  Common 
Points  for  the  past  twenty-eight  years  are  shown  in  the 
following : 

Classes  1    2   3  4  5  A  B  C  DE 

1887  120  104   88  77  .  .  67  60  55  45  40 

1S88  120  104   88  77  63  67  60  55  45  40 

1889  133  117  101  90  70  75  67  60  48  40 

1891  133  117  102  92  72  76  67  57  46  39 

1894  130  113   97  90  70  74  65  54  43  39 

1903  137  121  104  96  75  79  70  58  46  39 

1908  147  129  112  102  80  85  75  62  50  43 

Present  147  125  104  96  75  79  70  5S  46  39 

The  present  scale  (which,  as  may  be  observed,  is  the 
same  as  that  which  was  in  effect  in  1903,  except  for  the 
differences  existing  in  the  first-class  and  second-class 
rates)  was  prescribed  by  the  Interstate  Commerce  Com- 
mission upon  complaint  of  the  Railroad  Commission  of 
Texas  that  the  1908  advance  in  rates  was  unreasonable, 
and  became  effective  May  15,  1911. 

In  prescribing  this  scale  of  rates  for  the  future,  the 
Commission  stated  as  follows : 

The  density  of  the  traffic,  the  physical  condition  and  financial 
strength  of  the  carriers  participating  in  the  traffic  from  St.  Louis 
to  Denver  differ  materially  from  the  conditions  that  are  charac- 
teristic of  the  traffic  from  St.  Louis  to  Texas  and  of  the  carriers 
participating  in  it.     Under  such  circumstances  comparisons  often 

41 


42       FREIGHT  RATES— WESTERN  TERRITORY 

lead  to  unsatisfactory  conclusions.  Nevertheless,  with  the  full 
knowledge  acquired  by  the  Commission  in  the  case  referred  to, 
as  well  as  in  other  cases,  of  the  conditions  that  surround  the 
Colorado  traffic,  we  think  that  to  a  certain  extent  the  Colorado 
rates  furnish  some  guide  as  to  what  are  proper  class  rates  to 
Texas  common  points.1 

2.  Rates  to  and  From  Defined  Territories 
(a)  Grouping  of  Territory 

The  rates  from  St.  Louis  to  Texas  Common  Points  are 
the  base  rates,  or  adjustment  axis,  on  which  the  inter- 
state rates  between  points  in  Southwestern  Tariff  Com- 
mittee Territory  and  points  in  defined  territories  are  con- 
structed. 

In  much  the  same  manner  as  in  the  Colorado  and  Utah 
common  point  adjustment,  but  on  a  more  comprehensive 
scale,2  adjoining  territories  are  divided  into  groups,  for 
the  purpose  of  assigning  relatively  fair  differentials  for 
use  in  the  construction  of  through  rates  from  the  various 
sections  of  the  country. 

These  groups  are  designated  and  described  as  follows : 

Atlantic  Seaboard  Territory 

Seaboard  Territory  includes  all  points  east  of  the  following  described 
boundary  line  from  Toronto,  Ont.,  via  the  shore  of  Lake  Ontario,  and 
Hamilton  to  Niagara,  Ont. ;  thence  via  the  Niagara  River  including  both 
banks  of  said  river  to  Buffalo,  N.  Y. ;  thence  via  the  Buffalo,  Rochester  & 
Pittsburgh  Ry.  to  Salamanca,  N.  Y. ;  thence  via  the  Erie  R.  R.  to  Falconer 
Junction,  N.  Y. ;  thence  via  the  Dunkirk,  Allegheny  Valley  &  Pittsburgh 
R.  R.  to  Warren  and  Struthers,  Pa. ;  thence  via  the  Western  New  York 
&  Pennsylvania  R.  R.  to  Oil  City,  Pa. ;  thence  via  the  Allegheny  River 
to  Franklin,  Pa. ;  thence  via  an  imaginary  line  immediately  west  of  the 

i  20  I.  C.  C.  Rep.,  463-4S5. 

2  See  Map  14  of  Atlas  of  Traffic  Maps. 


INTERSTATE  TEXAS   RATES  43 

Allegheny  River  and  east  of  Glenora,  Pa.,  to  Butler,  Pa. ;  thence  via  the 
Pittsburgh  &  Wheeling  R.  R.  to  Allegheny,  Pa. ;  thence  to  Pittsburgh,  Pa„ 
but  exclusive  of  the  following : 

AH  points  on  Western  Pennsylvania  Division  of  Pennsylvania  R.  R., 
Allegheny  to  Edri,  Pa.,  including  Butler,  Pa.,  and  intermediate  points. 

Points  on  main  line  Pennsylvania  R.  R.,  Pittsburgh  to  Latrobe,  Pa,, 
inclusive. 

Points  on  McKeesport  Connection  R.  R.  (Penna.  Co.) 

Points  on  Southwest  Division  Pennsylvania  R.  R.,  Greenburg  to  New 
Stanton,  Pa.,  including  points  on  main  line  Radebough  Branch. 

Points  on  Monongahela  Division  Pennsylvania  R.  R.,  Pittsburgh  to 
Belle  Vernon,  Pa.,  inclusive. 

Points  on  Turtle  Creek  Valley  R.  R. 

Points  on  Allegheny  Valley  R.  R.,  Pittsburgh  to  Ford  City,  Pa. 

Points  on  Baltimore  &  Ohio  R.  R.,  Pittsburgh  to  West  Newton,  Pa., 
inclusive. 

Points  on  Pittsburgh  &  Lake  Erie  R.  R.,  Pittsburgh  to  West  Newton, 
Pa.,  inclusive,  and  McKeesport  to  Belle  Vernon,  Pa.,  inclusive. 

Thence  from  Pittsburgh,  Pa.,  via  the  Baltimore  &  Ohio  R.  R.,  through 
Glen  wood,  and  Washington,  Pa.,  to  Wheeling,  W.  Va.  (but  not  including 
such  points)  ;  thence  south  via  an  air  line  to  Cannelton,  W.  Va. ;  thence 
via  an  air  line  from  a  point  just  south  of  Cannelton  to  a  point  just  east 
of  Bristol,  Tenn. ;  thence  to  the  Atlantic  Ocean  along  the  northern 
boundary  line  of  Tennessee  and  North  Carolina ;  and  thence  along  the 
Atlantic  Coast,  including  Port  cities,  to  but  not  including  Key  West,  Fla. 

Alphabetical  list  of  points  in  the  foregoing  described  territory  are 
shown  in  Territorial  Directory  No.  1  of  Wm.  J.  Sedgman,  Agent. 

Carolina  Territory 

Carolina  Territory  includes  that  territory  east  of  Macon  and  Nash- 
ville territories  and  south  of  Middlesborough  Territory,  west  of  an  air 
line  drawn  due  south  from  a  point  just  south  of  Bristol,  Tenn.,  except 
points  on  the  Southern  Ry.  between  Morristown  and  Paint  Rock  to  a 
point  east  of  Tryon,  N.  C,  on  the  North  Carolina-South  Carolina  state 
line;  thence  east  on  the  North  Carolina-South  Carolina  state  line  to 
Grover,  N.  C. ;  thence  via  the  Southern  Ry.  to  and  including  Charlotte, 
N.  0.;  and  thence  on  and  south  of  the  Seaboard  Air  Line  to  but  not 
including  Wilmington,  N.  C. 

Carolina  Territory  does  not  include  Atlantic  Coast  points  in  Seaboard 
Territory. 

Chicago- Cincinnati  Territory 

Beginning  at  Chicago,  111.;  and  thence  via  the  Chicago  &  North- 
western Ry.  to  Des  Plaines,   111.;  thence  via  Minneapolis,  St.  Paul  & 


44         FREIGHT  RATES— WESTERN  TERRITORY 

Sault  Ste.  Marie  Ry.  to  Franklin  Park,  111.;  thence  via  the  Chicago, 
Milwaukee  &  St.  Paul  Ry.  to  Elgin,  111.  (including  Carpentersville  and 
Dundee,  111.,  on  the  Chicago  &  North-Western  Ry.  near  Elgin)  ;  thence 
via  the  Chicago,  Milwaukee  &  St.  Paul  Ry.  to  Almora,  111. ;  thence  via 
the  Chicago  &  North- Western  Ry.  through  Belvldere  and  Rockford,  111., 
to  Freeport,  111. ;  thence  via  the  Illinois  Central  R.  R.  to  Portage,  111. ; 
thence  via  the  Chicago  &  North- Western  Ry.  to  but  not  including  Council 
Sumner,  Clarion,  Fort  Dodge,  and  Lohrville,  Iowa,  to  Carroll,  Iowa; 
thence  via  the  Chicago  &  North-Western  Ry.  to  but  not  including  Council 
Bluffs,  Iowa ;  thence  north  of  the  main  line  of  the  Chicago,  Rock  Island 
&  Pacific  Ry.  to  a  point  just  north  of  Davenport,  Iowa,  Rock  Island,  and 
Moline,  111. ;  thence  just  north  and  east  of  the  Chicago,  Burlington  &. 
Quincy  R.  R.  (lines  east  of  the  Missouri  River)  east  of  Moline,  Barstow, 
Rio,  Galesburg,  Bushnell,  and  Vermont,  111.  (except  points  on  the  Chi- 
cago, Burlington  &  Quincy  R.  R.,  Vermont  to  Canton,  111.,  inclusive) ,  to 
a  point  just  north  and  east  of  Roodhouse,  111. ;  thence  east  of  the  Chicago 
&  Alton  R.  R.  to  a  point  east  of  White  Hall,  111. ;  thence  east  of  the 
Chicago,  Burlington  &  Quincy  R.  R.  (lines  east  of  the  Missouri  River) 
to  a  point  east  of  Alton,  111. ;  thence  east  of  the  Cleveland,  Cincinnati, 
Chicago  &  St.  Louis  Ry.  and  Illinois  Terminal  R.  R.  to  a  point  just  east 
of  Edwardsville ;  thence  east  of  the  Toledo,  St.  Louis  &  Western  Ry.  to 
a  point  just  east  of  East  St.  Louis,  111. ;  thence  north  of  the  Baltimore  & 
Ohio  Southwestern  R.  R.  north  of  Salem  and  Olney,  111.,  Vincennes,  Sey- 
mour (but  not  including  Rockford,  Ind.),  and  North  Vernon,  Ind.,  and 
east  of  the  Baltimore  &  Ohio  Southwestern  R.  R.  to  a  point  just  north  and 
east  of  Louisville,  Ky. ;  thence  north  of  the  Lexington  branch  of  the 
Louisville  &  Nashville  R.  R.  via  La  Grange,  Ky.,  to  a  point  just  north  and 
east  of  Lexington,  Ky. ;  thence  via  the  Louisville  &  Nashville  R.  R., 
through  Paris  and  Cynthiana,  including  Newport  and  Dayton,  Ky. ;  thence 
to  and  including  Cincinnati,  Ohio ;  thence  on  and  west  of  the  Pittsburgh, 
Cincinnati,  Chicago  &  St.  Louis  Ry.  through  Hamilton  and  Eaton,  Ohio, 
and  Richmond,  Ind.;  thence  via  the  Grand  Rapids  &  Indiana  R.  R.  to 
Ridgeville,  Ind. ;  thence  via  the  Pittsburg,  Cincinnati,  Chicago  &  St.  Louis 
Ry.,  through  Hartford  City,  Marion,  Bunker  Hill,  Logansport,  and  La 
Crosse,  Ind.,  to  Kouts.  Ind. ;  thence  via  the  Chicago  &  Erie  R.  R.  to  Ham- 
mond, Ind.,  including  Whiting,  Ind.,  on  Texas  and  Mexican  business,  and 
Indiana  Harbor,  Grasselli,  and  East  Chicago,  Ind.,  on  Texas  business; 
thence  east  of  the  Indiana-Illinois  State  Line  to  Lake  Michigan;  and 
thence  along  the  shore  of  Lake  Michigan  to  Chicago,  111. 

Note. — The  term  "Chicago  Territory,"  as  used  in  the  Agency  Tariffs, 
is  understood  to  include  that  portion  of  Chicago-Cincinnati  Territory 
lying  west  of  the  Illinois-Indiana  State  Line. 

Dayton-South  Bend  Territory 
Beginning  at  a  point  just  east  of  Chicago,  111.,  and  thence  along  the 
ehore  of  Lake  Michigan  to  a  point  just  east  of  the  Indiana-Illinois  State 


INTERSTATE  TEXAS  RATES  45 

Line ;  thence  east  of  the  eastern  boundary  of  Chicago-Cincinnati  Territory 
to  but  not  including  Hammond,  Ind. ;  thence  east  of  but  not  including  the 
Chicago  &  Erie  R.  R.  to  Kouts,  Ind.,  but  not  including  Indiana  Harbor, 
Grasselli,  and  East  Chicago  on  Texas  business,  or  Whiting,  Ind.,  on 
Texas  or  Mexican  traffic;  thence  east  of  but  not  including  the  Pitts- 
burgh, Cincinnati,  Chicago  &  St.  Louis  Ry.,  east  of  LaCrosse,  Logans- 
port,  Bunker  Hill,  Marion,  and  Hartford  City  to  Ridgeville,  Ind. ;  thence 
via  the  Grand  Rapids  &  Indiana  R.  R.  to  Richmond,  Ind. ;  thence  via  the 
Pittsburgh,  Cincinnati,  Chicago  &  St.  Louis  Ry.,  through  Eaton  and 
Hamilton,  Ohio,  to  a  point  on  the  Ohio  River  just  east  of  Cincinnati, 
Ohio ;  thence  via  the  Chesapeake  &  Ohio  Ry.,  from  a  point  just  east  of 
Newport,  Ky.,  to  and  including  Portsmouth,  Ohio;  thence  on  and  west 
of  the  following  line: 

Via  the  Norfolk  &  Western  Ry.,  through  Waverly  to  Chillicothe, 
Ohio ;  thence  via  the  Cincinnati,  Hamilton  &  Dayton  Ry.  to  Washington, 
Ohio ;  thence  via  the  Detroit,  Toledo  &  Ironton  R.  R.  to  Springfield,  Ohio ; 
thence  via  the  Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Ry.,  through 
Urbana  and  Belief ontaine,  to  Kenton,  Ohio;  thence  via  the  Chicago  & 
Erie  R.  R.  to  Lima,  Ohio;  thence  via  the  Pittsburgh,  Fort  Wayne  & 
Chicago  Ry.,  through  Delphos  to  Van  Wert,  Ohio ;  thence  via  the  Cin- 
cinnati Northern  R.  R.  to  Latty,  Ohio;  thence  via  the  New  York,  Chi- 
cago &  St.  Louis  R.  R.  to  Fort  Wayne,  Ind. ;  thence  via  the  Lake  Shore 
&  Michigan  Southern  Ry.  to  Auburn  Junction,  Ind.,  including  Auburn. 
Ind. ;  thence  via  the  Baltimore  &  Ohio  R.  R.  to  Avilla,  Ind. ;  thence  via 
the  Grand  Rapids  &  Indiana  R.  R.  to  Kendallville,  Ind. ;  thence  via  the 
Lake  Shore  &  Michigan  Southern  Ry.  to  Goshen,  Ind.;  thence  via  the 
Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Ry.  through  Elkhart  and 
Granger,  Ind.,  to  Niles,  Mich. ;  thence  via  the  Michigan  Central  R.  R.  to 
Lake  Michigan  at  New  Buffalo,  Mich. ;  and  thence  via  the  south  shore 
of  Lake  Michigan  to  a  point  just  east  of  Chicago,  111. 

Detroit-Cleveland  Territory 

That  territory  beginning  at  a  point  just  north  of  New  Buffalo,  Mich., 
and  thence  north  and  east  of  the  following  line :  North  of  the  Michigan 
Central  R.  R.  to  a  point  just  north  and  east  of  Niles,  Mich. ;  thence  north 
and  east  of  the  Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Ry.,  east  of 
Granger  and  Elkhart,  Ind.,  to  a  point  just  east  of  Goshen,  Ind. ;  thence 
via  the  Lake  Shore  &  Michigan  Southern  Ry.  to  a  point  just  north  and 
east  of  Kendallville,  Ind. ;  thence  east  of  the  Grand  Rapids  &  Indiana 
R.  R.  to  a  point  just  east  and  north  of  Avilla,  Ind. ;  thence  north  of  the 
Baltimore  &  Ohio  R.  R.  to  a  point  just  north  and  east  of  Auburn  Junc- 
tion, Ind.  (except  Auburn,  Ind.,  which  is  in  Dayton-South  Bend  Terri- 
tory) ;  thence  east  of  the  Lake  Shore  &  Michigan  Southern  Ry.  to  a 
point  just  north  and  east  of  Fort  Wayne,  Ind. ;  thence  north  of  the  New 
York,  Chicago  &  St.  Louis  Ry.  to  a  point  just  north  and  east  of  Latty, 


46         FREIGHT  RATES— WESTERN  TERRITORY 

Ohio ;  thence  east  of  the  Cincinnati  Northern  Ry.  to  a  point  just  north 
and  east  of  Van  Wert,  Ohio ;  thence  north  of  the  Pittsburgh,  Ft.  Wayne 
&  Chicago  Ry.,  east  of  Delphos,  to  a  point  just  north  of  Lima,  Ohio; 
thence  north  of  the  Chicago  &  Erie  R.  R.  to  a  point  just  east  and  north 
of  Kenton,  Ohio;  thence  east  of  the  Cleveland,  Cincinnati,  Chicago  &  St. 
Louis  Ry.,  east  of  Bellefontaine  and  Urbana,  Ohio,  to  a  point  just  east 
of  Springfield,  Ohio ;  thence  east  of  the  Ohio  Southern  R.  R.  to  a  point 
just  east  of  Washington,  Ohio;  thence  east  of  the  Cincinnati,  Hamilton  & 
Dayton  Ry.  to  a  point  east  of  Chillicothe,  Ohio;  thence  east  of  the  Nor- 
folk &  Western  Ry.,  east  of  Waverly,  Ohio,  to  a  point  just  east  of  Ports- 
mouth, Ohio ;  thence  on  and  north  of  the  Chesapeake  &  Ohio  Ry.,  to  and 
including  Ashland,  Ky. ;  thence  north  of  the  north  bank  of  tbe  Obio 
River  to  and  including  Pomeroy,  Ohio ;  thence  on  and  west  and  south  of 
the  following  line:  From  Pomeroy  via  the  Toledo  &  Ohio  Central  Ry., 
through  Athens,  to  New  Lexington,  Ohio;  thence  via  the  Cincinnati  & 
Muskingum  Valley  R.  R.  to  Zanesville,  Ohio ;  thence  via  the  Wheeling  & 
Lake  Erie  R.  R.  to  Coshocton,  Ohio ;  thence  via  the  Pittsburgh,  Cincinnati, 
Chicago  &  St.  Louis  Ry.,  through  New  Comerstown,  to  Uhriehsville,  Ohio ; 
thence  via  the  Cleveland,  Lorain  &  Wheeling  Ry.  to  Canal  Dover,  Ohio ; 
thence  via  the  Pennsylvania  Company  to  Valley  Junction,  Ohio;  thence 
via  the  Baltimore  &  Ohio  R.  R.  to  Canton,  Ohio ;  thence  via  the  Penn- 
sylvania Company,  through  Alliance  and  Ravenna,  to  a  junction  with  the 
Wheeling  &  Lake  Erie  R.  R.  just  north  of  Earlville,  Ohio;  thence  via 
the  Wheeling  &  Lake  Erie  R.  R.  to  Bedford,  Ohio ;  thence  via  the  Penn- 
sylvania Company,  through  Newburg  and  Woodland,  Ohio,  to  Cleveland, 
Ohio,  including  Collinwood,  Ohio ;  thence  via  the  south  and  west  shores 
of  Lake  Erie  and  the  Detroit  River  to  Detroit,  Mich. ;  thence  via  the 
west  shore  of  Lake  St.  Clair  and  the  St.  Clair  River  to  Port  Huron, 
Mich. ;  thence  via  the  line  of  the  Pere  Marquette  R.  R.  to  and  including 
Vassar;  thence  north  along  the  line  of  the  Michigan  Central  R.  R., 
through  Reese,  to  Bay  City ;  thence  south  on  the  Michigan  Central  R.  R., 
Grand  Trunk  and  Pere  Marquette  R.  R.  to  Saginaw ;  thence  west  along 
the  Pere  Marquette  R.  R.  to  Edmore;  thence  south  to  Greenville  and 
Sheridan ;  thence  via  the  Grand  Trunk  Ry.  to  Muskegon,  Mich. ;  and 
thence  via  the  eastern  shore  of  Lake  Michigan  to  a  point  just  north  of 
New  Buffalo,  Mich. 

Fox  River  Territory 

Fox  River  Territory  includes  all  points  north  of  Milwaukee  and 
Chicago  territories  (see  note  under  Chicago-Cincinnati  description)  and 
on  and  south  of  the  following  lines : 

Beginning  at  Sturgeon  Bay,  Wis.,  and  thence  via  the  Ahnapee  & 
Western  Ry.  and  the  Kewaunee,  Green  Bay  &  Western  R.  R.  to  Green 
Bay,  Wis. ;  thence  via  the  Green  Bay  &  Western  R.  R.  to  New  London, 
Wis. ;  thence  via  the  Chicago  &  North-Western  Ry.  to  Wausau  and  Marsh- 


INTERSTATE  TEXAS  RATES  47 

field,  Wis.  (including  Chicago  &  North- Western  Ry.  stations,  Antigo,  Wis., 
and  south,  and  Chicago,  Milwaukee  &  St  Paul  Ry.  stations,  Merrill,  Wis., 
and  south)  ;  thence  via  the  Minneapolis,  St.  Paul  &  Sault  Ste.  Marie  Ry. 
to  Chippewa  Falls,  including  Athens,  Wis.,  on  the  Abbottsford  &  North- 
eastern R.  R. ;  thence  via  the  Minneapolis,  St.  Paul  &  Sault  Ste.  Marie 
Ry.  to  Stillwater,  Minn. ;  thence  via  the  Chicago,  St.  Paul,  Minneapolis 
&  Omaha  Ry.,  through  St.  Paul  to  Minneapolis,  Minn. ;  thence  via  the 
Minneapolis  &  St.  Louis  R.  R.,  through  Chaska  to  Merriam  Junction, 
Minn.;  thence  via  the  Chicago,  St.  Paul,  Minneapolis  &  Omaha  Ry., 
through  St.  Peter,  Mankato,  Prairie  Junction,  and  Sioux  Falls  Junction, 
Minn.,  Sibley,  Sheldon,  Alton,  and  LeMars,  to  Sioux  City,  Iowa ;  and 
thence  via  the  Chicago  &  North-Western  Ry.,  through  Onawa  and  Cali- 
fornia Junction,  Iowa,  to  a  point  just  west  of  Missouri  Valley,  Iowa. 

Kansas  City  Territory 

Points  in  Missouri  south  of  the  Missouri  River  on  and  west  of  the 
line  of  the  Missouri  Pacific  Ry.,  Boonville  to  Versailles,  Mo.,  inclusive; 
thence  south  along  S.  W.  &  S.  W.  division  of  the  Missouri  Pacific  Ry. 
and  including  Warsaw,  Mo.;  thence  via  an  imaginary  line  south  of  War- 
saw, Mo.,  to  and  including  Clinton,  Mo. ;  thence  via  the  St.  Louis  &  San 
Francisco  R.  B.  to  Lowry  City;  thence  via  the  Kansas  City,  Clinton  & 
Springfield  Ry.  to  Osceola;  thence  via  the  St.  Louis  &  San  Francisco 
R.  R.  to  Springfield ;  thence  via  the  St.  Louis  &  San  Francisco  R.  R. 
(southern  division,  main  line)  to  the  Arkansas  State  Line;  also  stations 
between  Kansas  City  and  St.  Joseph  on  the  St.  Joseph  &  Grand  Island 
Ry.,  and  between  Kansas  City  and  Beverly,  Mo.,  on  the  Chicago,  Burling- 
ton &  Quincy  Ry.  (Missouri  district)  and  the  Chicago  Great  Western 
Ry. ;  thence  from  Beverly  via  the  Chicago,  Rock  Island  &  Pacific  Ry., 
through  Edgerton  Junction,  to  Dearborn,  Mo. ;  thence  via  the  Chicago 
Great  Western  Ry.  to  and  including  St.  Joseph,  Mo. ;  thence  on  and  east 
of  the  Chicago,  Rock  Island  &  Pacific  Ry.,  through  Horton  and  Holton, 
Kan.,  to  Topeka,  Kan. ;  thence  on  and  south  of  the  main  line  of  the 
Union  Pacific  R.  R.,  through  Manhattan,  Abilene,  and  Salina,  to  and 
including  Ellsworth,  Kan. ;  thence  via  the  St  Louis  &  San  Francisco  R.  R. 
to  and  including  Frederic,  Kan. ;  thence  east  of  the  First  Guide  Meridian 
west,  on  and  east  of  a  line  due  south,  just  west  of  Dacy,  Lyons,  Sterling, 
Abbyville,  Langdon,  Kingman,  and  Spivy,  to  Attica,  Kan. ;  and  thence 
via  the  Atchison,  Topeka  &  Santa  Fe  Ry.  to  Kiowa,  Kan. 

Kansas  City  rates  will  also  apply  between  the  following  points  and 
Texas  points : 

Points  on  the  St.  Louis  &  San  Francisco  R.  R.,  Blackwell  Ex- 
tension, including  Cale,  Middleton,  Peckham,  and  Blackwell,  Okla. 
Points  on  the  Missouri  Pacific  Ry.  in  Oklahoma,  Wagoner, 
Okla.,  and  north. 


48         FREIGHT  RATES— WESTERN  TERRITORY 

Points  on  the  Santa  Fe  System,  viz. :  Except  as  otherwise  pro- 
vided in  Texas  Tariff  Series  26,  Series  of  Agent  Leland,  Kansas 
City  rates  will  apply  between  Texas  points  on  the  one  hand  and 
Santa  Fe  System  stations  in  Oklahoma  and  Denver,  Enid  &  Gulf 
R.  R.  on  the  other,  unless  the  Kansas  City  through  rate  is  a  ter- 
minal one. 

Kansas  Groups 

group  no.  1 

From  points  in  Kansas  east  of  the  "First  Guide  Meridian  west,"  north 
and  west  of  the  first-named  division  or  territory,  west  of  Omaha-Daven- 
port Territory,  and  south  of  the  boundary  line  between  Kansas  and 
Nebraska. 

GROUP   NO.   2 

From  points  in  Kansas  west  of  the  "First  Guide  Meridian  west," 
east  of  the  100th  Meridian,  and  south  of  the  boundary  line  between 
Kansas  and  Nebraska. 

GROUP  NO.   3 
From  points  in  Kansas  west  of  the  100th  Meridian. 

Little  Rock-Ft.  Smith  Territory 

Commencing  at  Grant,  Okla.,  on  the  St.  Louis  &  San  Francisco  R.  R. ; 
thence  via  that  line  to  and  including  Poteau,  Okla.;  thence  via  the 
Kansas  City  Southern  Ry.  to  Westville,  Okla.  (including  points  on  the 
St.  Louis  &  San  Francisco  R.  R.  west  of  Westville,  Okla.,  to  Muskogee, 
Okla.,  inclusive)  ;  thence  via  the  Kansas  City  Southern  Ry.  to  Siloam 
Springs,  Ark. ;  thence  on  a  direct  line  to  and  including  Fayette,  Ark. ; 
thence  via  the  St.  Louis  &  San  Francisco  R.  R.  to  Ft.  Smith,  Ark. ;  thence 
via  the  St.  Louis,  Iron  Mountain  &  Southern  Ry.  to  Argenta,  Ark.; 
thence  via  the  St.  Louis  Southwestern  Ry.,  from  Little  Rock,  Ark.,  via 
Altheimer,  Ark.,  to  Texarkana,  Ark.,  including  the  Shreveport  branch 
of  that  line  (except  Shreveport  Junction,  Valley  Junction,  and  Bossier 
City,  Ark.) ;  also  including  the  Camden  branch  of  the  St.  Louis,  Iron 
Mountain  &  Southern  Ry.,  Camden  to  Eldorado,  Ark.,  inclusive;  thence 
via  the  eastern  state  line  of  Texas  to  the  Red  River ;  and  thence  via  said 
river  to  the  place  of  beginning. 

EXCEPTIONS 

(a)  A.  T.  d  S.  F.  Ry. 

Rates  named  above  do  not  apply  in  connection  with  the  Atchison, 
Topeka  &  Santa  Fe  Ry. 


INTERSTATE  TEXAS  RATES  49 

(b)  Rock  Island  Lines 

Rates  to  or  from  points  on  the  Hot  Springs  branch,  Hot  Springs  to 
Cove  Creek,  Ark.,  inclusive,  are  made  on  combination  of  locals 
through  Butterfield,  Ark. 

(c)  Mo.  Pac.  Ry. 

Rates  from  points  on  the  Ultima  Thule,  Arkadelphia  &  Mississippi  Ry. 
are  made  sum  of  locals  via  Smithton,  Ark. 

Little  Rock-Ft.  Smith  rates  do  not  apply  from  points  on  the  Green- 
wood Branch  of  the  St.  Louis,  Iron  Mountain  &  Southern  Ry. ; 
Memphis  rates  govern. 

Little  Rock  rates  apply  to  competitive  points  only  on  the  Missouri, 
Kansas  &  Texas  Ry.,  of  Texas. 

Little  Rock-Ft.  Smith  rates  apply  from  St.  Louis,  Iron  Mountain  & 
Southern  Ry.  points  in  Oklahoma,  Sallisaw,  Okla.,  and  south. 

Memphis  rates  apply  in  connection  with  the  Missouri,  Kansas  &  Texas 
Ry.  (except  to  competitive  points  on  the  Missouri,  Kansas  &  Texas 
Ry.,  of  Texas),  from  Little  Rock-Ft.  Smith  Territory. 

Memphis  rates  apply  from  points  on  the  St.  Louis,  Iron  Mountain  & 
Southern  Ry.  located  in  Little  Rock-Ft.  Smith  Territory  to  local 
points  on  the  Galveston,  Harrisburg  &  San  Antonio  Ry.,  the  Texas 
&  New  Orleans  R.  R.,  and  the  Houston  &  Texas  Central  R.  R. 

(d)  St.  L.  cC-  S.  F.  R.  R. 

Little  Rock-Ft.  Smith  rates  apply  via  the  St.  Louis  &  San  Francisco 

R.  R.  from  points  on  that  line  only. 
Memphis  rates  apply  from  points  on  the  St.  Louis  &  San  Francisco 

R.  R.  in  Little  Rock-Ft.  Smith  Territory  to  Texas  points  on  the 

Galveston,  Harrisburg  &  San  Antonio  Ry.  and  the  Texas  &  New 

Orleans  R.  R. 
Combination  of  locals  through  Paris,  Tex.,  applies  as  maxima  from 

points  in  Oklahoma,  via  the  St.  Louis  &  San  Francisco  R.  R. 

(e)  St.  L.  cf-  8.  W.  Ry. 

Little  Rock-Ft.  Smith  rates  apply  from  all  points  on  the  St.  Louis 
Southwestern  Ry.  in  Little  Rock-Ft.  Smith  Territory. 

Memphis  rates  apply  from  points  on  the  St.  Louis  Southwestern  Ry. 
in  Little  Rock-Ft.  Smith  Territory,  in  connection  with  the  Galves- 
ton, Harrisburg  &  San  Antonio  Ry.,  the  Texas  &  New  Orleans 
R.  R.,  and  the  Houston  &  Texas  Central  R.  R. 

Little  Rock-Ft.  Smith  basis  of  rates  applies  between  Hope,  Ark.,  and 
Texas  points,  in  connection  with  the  Louisiana  &  Arkansas  R.  R., 
via  Stamps,  Ark. 

Louisville  Territory 

Beginning  at  Louisville,  Ky..  and  thence  via  the  Baltimore  &  Ohio 
Southwestern  R.  R.  and  North  Vernon,  Ind.,  to  Seymour,  Ind. ;  thence 


50         FREIGHT  RATES— WESTERN  TERRITORY 

north  via  the  Pittsburgh,  Cincinnati,  Chicago  &  St.  Louis  Ry. 'to  and 
including  Rockford,  Ind. ;  thence  from  Seymour,  Ind.,  via  the  Baltimore 
&  Ohio  Southwestern  R.  R»,  to  but  not  including  East  St  Louis,  111.; 
thence  via  a  line  just  east  of  the  Illinois  Central  R.  R.  to  but  not  includ- 
ing DuQuoin,  111.;  thence  east  of  the  Illinois  Central  R.  R.  to  but  not 
including  Carbondale,  111. ;  thence  north  and  east  of  the  Illinois  Central 
R.  R.  to  a  point  just  north  and  east  of  Paducah,  Ky. ;  thence  east  of  the 
Nashville,  Chattanooga  &  St.  Louis  Ry.  to  a  point  north  of  the  Kentucky- 
Tennessee  state  line ;  thence  east,  just  north  of  said  state  line,  to  a  point 
just  north  and  east  of  Isham,  Tenn. ;  thence  via  the  Queen  &  Crescent 
Route  to  and  including  Lexington,  Ky.,  and  thence  on  the  Lexington 
branch  of  the  Louisville  &  Nashville  R.  R.,  Lexington  to  Louisville,  via 
La  Grange,  Ky. 

Macon  Territory 

Macon  Territory  is  the  territory  east  of  the  eastern  boundary  line 
of  Nashville  Territory  (including  Columbia,  Ala.),  on  and  south- of  the 
Georgia  state  line  and  the  western  state  line  of  South  Carolina,  to  but 
not  including  any  Atlantic  Coast  point  from  which  Seaboard  Territory 
rates  now  apply ;  from  the  Atlantic  Coast  along  the  Georgia-Florida  state 
line  to  the  Apalachicola  River. 

Memphis  Territory 

Memphis  class  rates  apply  between  points  east  of  the  Mississippi 
River  located  on  and  west  of  the  Illinois  Central  R.  R.,  Memphis,  via 
Grenada,  to  but  not  including  New  Orleans,  except  that  Memphis  rates 
in  connection  with  the  Illinois  Central  R.  R.  System  apply  only  from 
stations  on  the  Illinois  Central  R.  R.  and  the  Yazoo  &  Mississippi  Valley 
R.  R.  south  of  Memphis,  including  all  branch-line  points,  except  the 
Aberdeen  branch.     Further : 

Current  southbound  Memphis  class  rates  apply  on  northbound  traffic 
from  points  in  Texas  on  the  Texas  &  Pacific  Ry.  to  stations  on  the  Yazoo 
&  Mississippi  Yalley  R.  R.,  intermediate  between  Memphis  and  New 
Orleans. 

Current  southbound  Memphis  class  rates  apply  on  northbound  traffic 
from  points  in  Texas  on  the  Missouri,  Kansas  &  Texas  Ry.  of  Texas  to 
stations  on  the  Yazoo  &  Mississippi  Valley  R.  R.,  intermediate  between 
Memphis  and  New  Orleans  when  routed  via  the  Vlcksburg,  Shreveport  & 
Pacific  Ry.  and  Vicksburg,  Miss. 

Current  southbound  Memphis  class  rates  apply  on  northbound  traffic 
from  points  on  the  Galveston,  Harrisburg  &  San  Antonio  Ry.,  the  Texas 
&  New  Orleans  R.  R.,  the  Houston  &  Texas  Central  R.  R.,  and  the 
Houston.  East  &  West  Texas  Ry. 


INTERSTATE  TEXAS  RATES  51 

EXCEPTIONS 

(a)  Chicago,  Rock  Island  cC-  Pacific  Ry. 

Choctaw  District 

Stations  on  the  White  &  Black  River  Valley  Ry.  Division,  Brinkley, 
Ark.,  to  Martin,  Ark.,  inclusive. 

Memphis  rates  apply  from  points  on  the  Chicago,  Rock  Island  & 
Pacific  Ry.  (Choctaw  District)  east  of  Little  Rock,  Ark.,  via  the  Missouri, 
Kansas  &  Texas  Ry.,  to  the  points  in  Texas  on  Missouri,  Kansas  &  Texas 
Ry.  of  Texas,  San  Antonio  &  Aransas  Pass  Ry.,  Texas  Midland  R.  R., 
Galveston,  Harrisburg  &  San  Antonio  Ry..  Texas  &  New  Orleans  R.  R., 
Houston  &  Texas  Central  R.  R.,  Ft.  Worth  &  Denver  City  Ry.,  Texas 
Central  R.  R.,  Ft.  Worth  &  Rio  Grande  Ry.,  Gulf,  Colorado  &  Santa  Fe 
Ry.  (Beaumont  Line),  and  Texas  Mexican  Ry. 

Memphis  rates  apply  on  potatoes,  carloads,  from  points  on  the  Chi- 
cago, Rock  Island  &  Pacific  Ry.  (Choctaw  District) ,  between  Memphis, 
Tenn.,  and  Little  Rock,  Ark.,  to  Texas  points  via  the  Missouri  Pacific  Ry. 
and  the  St.  Louis  Southwestern  Ry. 

Special  Notice. — Rates  to  Texas  points  from  stations  on  the  Chicago, 
Rock  Island  &  Pacific  Ry.  (Choctaw  District),  when  routed  via  the  St. 
Louis  Southwestern  Ry.  or  the  St.  Louis,  Iron  Mountain  &  Southern  Ry. 
(except  potatoes,  as  provided  above),  are  based  on  locals  through  junc- 
tion points.  The  rates  to  and  from  stations  on  the  Arkansas  Midland 
R.  R.  are  based  on  the  Memphis  rates  plus  the  rates  between  stations  on 
said  line  and  point  of  junction  with  the  St.  Louis,  Iron  Mountain  & 
Southern  Ry.  The  rates  to  and  from  stations  on  the  Searcy  &  West 
Point  R.  R.  are  based  on  the  Memphis  rates  plus  the  rates  between 
stations  on  said  line  and  Kensett,  Ark.,  on  the  St.  Louis,  Iron  Mountain 
&  Southern  Ry. 

(b)  St.  Louis,  Iron  Mountain  d-  Southern  Ry. 
(New  Orleans  &  Northwestern  Ry.) 

The  Missouri  Pacific  Ry.  applies  Memphis,  Tenn.,  rates  from  points 
as  described  below : 

On  classes  between  Natchez,  Miss.,  and  all  other  points  on  the  New 
Orleans  &  Northwestern  Ry.  on  the  one  hand  and  points  on  the  Texas 
&  Pacific  Ry.  and  International  &  Great  Northern  R.  R.  on  the  other 
hand. 

On  commodities  from  Natchez,  Miss.,  and  all  other  stations  on  the 
New  Orleans  Northwestern  Ry.  to  points  on  the  Texas  &  Pacific  Ry.  and 
International  &  Great  Northern  R.  R. 

Above  apply  via  the  Houston  &  Shreveport  R.  R.  to  points  on  the 
Houston,  East  &  West  Texas  Ry.,  including  Galveston,  via  the  Galveston, 
Houston  &  Henderson  R.  R. 


52         FREIGHT  RATES— WESTERN  TERRITORY 

(c)  St.  Louis  &  San  Francisco  R.  R. 
Stations,  Memphis,  Term.,  to  Jonesboro,  Ark.,  inclusive. 
(d)  St.  Louis  Southwestern  Ry. 

Stations,  Wabasseca,  Ark.,  and  north,  to  and  including  Jonesboro,  Ark. 

Kates  on  classes  and  commodities  from  and  to  points  on  the  Stuttgart 
branch  are  ten  cents  per  100  pounds,  less  carloads,  and  five  cents,  car- 
loads, higher  than  the  Memphis  rates. 

(e)  St.  Louis,  Iron  Mountain  <£  Southern  Ry.  (Proper) 

Stations  on  the  Main  Line  north  of  Argenta,  Ark.,  to  and  including 
Bald  Knob ;  also  stations  on  the  Memphis  branch,  Bald  Knob  to  Memphis, 
inclusive. 

Stations  on  the  Eudora-Gilbert  branch,  Indian,  Ark.,  to  Calvit,  La., 
inclusive. 

Stations  on  the  Helena  branch,  Wynne,  Ark.,  to  Helena,  Ark.,  in- 
clusive. 

Stations  on  the  L.  R.  M.  R.  &  T  division  east  of  Pine  Bluff  to  and 
including  Arkansas  City,  Ark. 

Stations  on  the  Ouachita  branch,  Trippe,  Ark.,  to  Warren,  Ark.,  in- 
clusive. 

Stations  on  the  H.  C.  A.  &  N.  division,  Paul's  Spur  to  Pineville  Junc- 
tion, La.,  inclusive. 

Stations  in  Oklahoma  on  the  K.  &  A.  V.  division,  south  of  Wagoner,  to 
but  not  including  Sallisaw. 

Stations  on  the  M.  H.  &  L.  line  of  the  St.  Louis,  Iron  Mountain  & 
Southern  Ry.  in  Arkansas  and  Louisiana. 

Note. — St.  Louis  rates  apply  from  and  to  points  on  the  Helena  branch, 
Vandale,  Ark.,  and  north. 

(f)  Chicago,  Rock  Island  <G  Pacific  Ry. 
(Searcy  Branch) 
All  stations,  Mesa  to  Searcy,  Ark.,  inclusive. 

MlDDLESBOROUGH   TERRITORY 

Beginning  at  a  point  just  east  of  Jellico,  Tenn.,  and  thence  south, 
just  east  of  the  Southern  Ry.,  to  a  point  just  east  of  Knoxville,  Tenn. ; 
thence  via  the  Southern  Ry.  to  a  point  just  east  of  Bristol,  Tenn.,  includ- 
ing Elizabethton,  Tenn.,  and  points  on  the  Southern  Ry.  between  Morris- 
town  and  Paint  Rock,  Tenn.,  thence  north  on  an  air  line  to  a  point  just 
south  of  Cannelton,  W.  Va. ;  thence  west,  just  south  of  the  Chesapeake 
&  Ohio  Ry.,  to  a  point  just  south  of  Newport,  Ky. ;  thence  south,  just 
east  of  the  Louisville  &  Nashville  R.  R..  east  of  Cynthiana  and  Paris, 


INTERSTATE  TEXAS  RATES  53 

Ky.,  to  a  point  just  east  of  Lexington,  Ky. ;  thence  south,  just  east  of  the 
Queen  &  Crescent  Route  (Cincinnati,  New  Orleans,  and  Texas  &  Pacific 
Ry.),  to  a  point  just  east  and  north  of  Isham,  Tenn. ;  and  thence  north 
of  the  Tennessee  state  line  to  a  point  just  north  of  Jellico,  Tenn. 

Milwaukee  Territory 

Milwaukee  Territory  is  that  territory  defined  as  north  of  the  northern 
boundary  line  of  Chicago  Temtory  (see  note  under  Chicago-Cincinnati 
description)  and  on  and  south  of  the  line  of  Minneapolis,  St.  Paul  & 
Sault  Ste.  Marie  Ry.  from  Milwaukee,  including  Lindworm,  Wis.  (near 
Milwaukee,  on  the  Chicago,  Milwaukee  &  St.  Paul  Ry.,  and  Chicago  & 
North-Western  Ry.),  through  Granville  and  Rugby  Junction,  to  Duplain- 
ville,  including  Sussex,  Merton,  and  North  Lake,  Wis. ;  thence  via  the 
Chicago,  Milwaukee  &  St.  Paul  Ry.,  through  Watertown  and  Madison, 
Wis.,  to  North  McGregor,  Iowa,  including  Gotham,  Prairie  du  Sac, 
Richland  Center,  Sauk  City,  and  Twin  Bluffs,  Wis.,  and  thence  via  the 
Chicago,  Milwaukee  &  St.  Paul  Ry.  to  but  not  including  Dubuque,  Iowa. 

Nashville  Territory 

East  of  St.  Louis  Territory  and  on  and  west  of  the  Illinois  Central 
R.  R.,  Carbondale,  111.,  to  Paducah,  Ky.  (not  including  Carbondale,  111., 
and  Joppa,  111.,  on  Texas  traffic)  ;  thence  via  the  Nashville,  Chattanooga 
&  St.  Louis  Ry.,  Paducah  to  the  Tennessee  state  line ;  thence  via  the  north 
Tennessee  state  line  to  Jellico,  Tenn. ;  thence  on  and  west  of  the  Southern 
Ry.,  through  Knoxville,  Tenn.,  to  Dalton,  Ga. ;  thence  on  and  south  of 
the  Western  &  Atlantic  Ry.  to  Atlanta,  Ga. ;  thence  on  and  west  of  the 
Atlanta  &  West  Point  Ry.  to  West  Point,  Ga. ;  thence  west  of  the  Chatta- 
hoochie  (except  Columbia,  Ala.,  which  takes  Macon  rates)  and  Apalachi- 
cola  rivers  to  the  Gulf;  and  thence  to  the  eastern  line  of  St.  Louis 
Territory. 

Omaha-Davenport  Territory 

Beginning  at  a  point  just  north  of  Roodhouse,  111.,  and  thence  along 
the  Chicago,  Burlington  &  Quincy  R.  R.  (lines  east  of  the  Missouri 
River),  through  Vermont,  (including  points  on  the  Chicago,  Burlington  & 
Quincy  R.  R.,  Vermont  to  Canton,  111.,  inclusive),  Galesburg,  Rio,  and 
Barstow,  to  Rock  Island  and  Moline,  111.,  and  Davenport,  Iowa ;  thence 
along  the  main  line  of  the  Cihcago,  Rock  Island  &  Pacific  Ry.  to  Omaha, 
Neb.,  including  Council  Bluffs,  Iowa ;  thence  on  and  via  the  Chicago  & 
North-Western  Ry.  (Nebraska  and  Wyoming  Division),  through  Arling- 
ton, Fremont,  Piatt  River,  and  Linwocd ;  thence  south  through  Brainard, 
Seward,  Exeter,  Geneva,  and  Shickley,  to  Nora ;  thence  on  and  via  the 
Chicago,  Rock  Island  &  Pacific  Ry.  to  Nelson;  thence  south  via  the 
Chicago,  Burlington  &  Quincy  R.  R.   (lines  west  of  the  Missouri  River) 


54         FREIGHT  RATES— WESTERN  TERRITORY 

to  Superior;  thence  via  the  Kansas-Nebraska  state  line  to  a  point  just 
south  of  Falls  City,  Neb.,  on  the  Missouri  Pacific  Ry. ;  thence  via  the 
Missouri  Pacific  Ry.  to  a  point  just  north  of  Pierce  Junction,  Kan.; 
thence  east  to  the  Missouri  River  to  a  point  opposite  St.  Joseph,  Mo., 
north  of  the  Chicago,  Rock  Island  &  Pacific  Ry. ;  and  thence  north  of  St. 
Louis  and  Kansas  City  territories  to  a  point  just  north  of  Roodhouse,  111. 

Pittsburgh  Territory 

That  territory  beginning  at  Point  Edward,  Ont,  and  thence  on  and 
south  of  the  Grand  Trunk  Ry.,  main  line,  Sarnia  to  Niagara  Falls,  via 
London,  Ont. ;  thence  via  the  Niagara  River,  including  both  banks  of 
said  river  to  Buffalo,  N.  Y. ;  thence  via  the  Buffalo,  Rochester  &  Pitts- 
burgh Ry.  to  Salamanca,  N.  T. ;  thence  via  the  Erie  R.  R.  to  Falconer 
Junction,  N.  Y. ;  thence  via  the  Dunkirk,  Allegheny  Valley  &  Pittsburgh 
R.  R.,  to  Warren,  Pa. ;  thence  via  the  Western  New  York  &  Pennsylvania 
R.  R.  to  Oil  City,  Pa. ;  thence  via  the  Allegheny  River  to  Franklin,  Pa. ; 
thence  via  an  imaginary  line  immediately  west  of  the  Allegheny  River 
and  east  of  Glenora,  Pa.,  to  Butler,  Pa.;  thence  via  the  Baltimore  & 
Ohio  R.  R.  to  Allegheny,  Pa. ;  thence  to  Pittsburgh,  Pa.,  and  including 
all  Pittsburgh  points  as  follows: 

All  points  on  West  Pennsylvania  Division,  Pennsylvania  R.  R.,  Alle- 
gheny to  Erie,  Pa.,  including  Butler,  Pa.,  and  intermediate  points. 

Points  on  main  line,  Pennsylvania  R.  R.,  Pittsburgh  to  Latrobe,  Pa., 
inclusive. 

Points  on  McKeesport  Connecting  R.  R.  (Pennsylvania  Co.) 

Points  on  Southwest  Division,  Pennsylvania  R.  R.,  Greensburg  to 
New  Stanton,  Pa.,  including  points  on  main  line  Radebaugh  branch. 

Points  on  Monongahela  Division,  Pennsylvania  R.  R.,  Pittsburgh  to 
Belle  Vernon,  Pa.,  inclusive. 

Points  on  Turtle  Creek  Valley  R.  R. 

Points  on  Allegheny  Valley  R.  R.,  Pittsburgh  to  Ford  City,  Pa. 

Points  on  Baltimore  &  Ohio  R.  R.,  Pittsburgh  to  West  Newton,  Pa., 
inclusive. 

Points  on  Pittsburgh  &  Lake  Erie  R.  R.,  Pittsburgh  to  West  Newton, 
Pa.,  inclusive,  and  McKeesport  to  Belle  Vernon,  Pa.,  inclusive. 

Thence  via  the  Baltimore  &  Ohio  R.  R.,  through  Glenwood  and  Wash- 
ington, Pa.,  to  Wheeling,  W.  Va. ;  thence  south  via  an  air  line  to  Cannel- 
ton,  W.  Va. ;  thence  via  the  Chesapeake  &  Ohio  R.  R.  to  a  point  just  east 
of  Ashland,  Ky. ;  thence  following  the  south  bank  of  the  Ohio  River  to 
a  point  opposite  Pomeroy,  Ohio;  thence  north,  just  east  of  Pomeroy, 
Ohio,  and  the  Toledo  &  Ohio  Central  Ry.,  east  of  Athens,  to  a  point  just 
east  of  New  Lexington,  Ohio ;  thence  east  of  the  Cincinnati  &  Muskingum 
Valley  Ry.  to  a  point  just  east  of  Zanesville,  Ohio;  thence  east  of  the 
Wheeling  &  Lake  Erie  R.  R.  to  a  point  just  east  of  Coshocton,  Ohio; 
thence  east,  just  south  of  the  Pittsburgh,  Cincinnati,  Chicago  &  St.  Louis 


INTERSTATE  TEXAS  RATES  55 

R.  R.,  south  of  New  Comerstown,  to  a  point  just  south  and  east  of 
Uhrichsville,  Ohio;  thence  north,  just  east  of  the  Cleveland,  Lorain  & 
Wheeling  Ry.  to  a  point  just  east  of  Canal  Dover,  Ohio ;  thence  east  of 
the  Pennsylvania  Co.  to  a  point  just  south  and  east  of  Valley  Junction, 
Ohio ;  thence  north,  just  east  of  the  Cleveland  Terminal  &  Valley  R.  R., 
to  a  point  just  east  of  Canton,  Ohio ;  thence  east  of  the  Pennsylvania 
Co.,  east  of  Alliance  and  Ravenna  to  a  point  just  east  of  a  junction  with 
the  Wheeling  &  Lake  Erie  R.  R.  north  of  Earlville,  Ohio ;  thence  east  of 
the  Wheeling  &  Lake  Erie  R.  R.  to  a  point  east  of  Bedford,  Ohio ;  thence 
east  of  the  Pennsylvania  Co.,  east  of  Newburgh  and  Woodland,  to  a 
point  just  north  and  east  of  Cleveland,  Ohio,  but  not  including  Collin- 
wood,  Ohio ;  thence  via  but  not  including  the  south  and  west  shores  of 
Lake  Erie  and  the  Detroit  River  to  a  point  just  east  of  Detroit,  Mich. ; 
thence  via  but  not  including  the  west  shore  of  Lake  St.  Clair  and  the 
St.  Clair  River  to  and  including  Point  Edward,  Ont. 

Raleigh  Territory 

Raleigh  Territory  includes  points  north  and  east  of  Carolina  and 
Middlesborough  territories  and  south  of  the  Virginia-WTest  Virginia  and 
Virginia-Maryland  state  lines,  except  Atlantic  Coast  cities. 

St.  Louis  Territory 

Beginning  at  Cairo,  111.  (including  Mound  City,  111.,  and  also  includ- 
ing Joppa,  111.,  on  Texas  traffic)  ;  thence  via  the  Illinois  Central  R.  R., 
through  DuQuoin  and  Belleville,  to  East  St.  Louis,  111. ;  thence  along 
the  line  of  the  Toledo,  St.  Louis  &  Western  R.  R.,  through  Glen  Carbon, 
111.,  to  Edwardsville,  111. ;  thence  along  the  line  of  the  Illinois  Terminal 
R.  R.  and  Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Ry.,  through  Ed- 
wardsville Crossing,  111.,  to  Alton,  111. ;  thence  along  the  Chicago,  Burling- 
ton &  Quincy  R,  R.  (lines  east  of  the  Missouri  River)  to  Whitehall,  111. ; 
thence  along  the  Chicago  &  Alton  R.  R.,  through  Roodhouse  to  Louisiana, 
Mo. ;  thence  along  the  Chicago,  Burlington  &  Quincy  R.  R.  (Missouri  Dis- 
trict) to  Cameron,  Mo. ;  thence  via  the  Chicago,  Rock  Island  &  Pacific 
Ry.,  via  Altamont,  to  but  not  including  St.  Joseph,  Mo. ;  thence  east  of 
the  Chicago  Great  Western  Ry.  to  a  point  east  of  Dearborn,  Mo. ;  thence 
east  of  the  Chicago,  Rock  Island  &  Pacific  Ry.,  and  east  of  Edgerton 
Junction  to  a  point  east  of  Beverly ;  thence  east  of  the  Chicago  Great 
Western  Ry.  and  Chicago,  Burlington  &  Quincy  R.  R.  (Missouri  Dis- 
trict) to  a  point  opposite  Kansas  City,  Mo.  (except  points  on  the  St. 
Joseph  &  Grand  Island  Ry.  between  St.  Joseph  and  Kansas  City)  ;  thence 
via  the  north  bank  of  the  Missouri  River  to  a  point  opposite  Boonville. 
Mo. ;  thence  east  of  the  Missouri  Pacific  Ry.  to  a  point  east  of  Versailles, 
Mo. ;  thence  via  an  imaginary  line  south  of  but  not  including  Warsaw, 
Mo.,  due  west  to  a  point  east  of  Clinton.  Mo. ;  thence  east  of  the  St. 


56         FREIGHT  KATES— WESTERN  TERRITORY 

Louis  &  San  Francisco  R.  R.  to  a  point  just  east  of  Lowry  City,  Mo. ; 
thence  east  of  the  Kansas  City,  Clinton  &  Springfield  Ry.  to  a  point  just 
east  of  Osceola,  Mo. ;  thence  east  of  the  St.  Louis  &  San  Francisco  R.  R. 
to  a  point  just  north  of  Springfield,  Mo. ;  thence  north  and  east  of  the 
St.  Louis  &  San  Francisco  R.  R.  (southern  division,  main  line)  to  a 
point  on  the  Mississippi  River  just  north  of  Memphis,  Tenn.,  including 
main  line,  St.  Louis,  Iron  Mountain  &  Southern  Ry.,  Lindsay,  Ark.,  to 
but  not  including  Bald  Knob,  Ark. ;  all  points  in  Arkansas  on  the  White 
River  branch  of  the  St.  Louis,  Iron  Mountain  &  Southern  Ry.,  and  the 
Helena  branch  of  the  St.  Louis,  Iron  Mountain  &  Southern  Ry.,  Vann- 
dale,  Ark.,  and  north;  thence  south,  just  east  of  the  Illinois  Central 
R.  R.,  to  a  point  just  east  of  New  Orleans,  La. ;  thence  via  the  Gulf 
Coast  to  Mobile.  Ala. ;  thence  north  via  the  Mobile  &  Ohio  R.  R.  (main 
line)  to  Jackson,  Tenn. ;  and  thence  via  the  Illinois  Central  R.  R.  to  and 
including  Cairo,  111. 

Application  of  Rates  from  Nashville,  Carolina  &  Macon 

Territories 

(1)  Through  rates  based  on  Nashville  differentials  also  apply  from 
points  in  following  territory :  Beginning  at  a  point  just  east  of  Milan, 
Tenn.,  and  thence  north,  just  east  of  the  line  of  the  Illinois  Central  R.  R.. 
to  a  point  just  east  of  Carbondale,  111. ;  thence  south  via  and  including 
the  Paducah  branch  of  the  Illinois  Central  R.  R.  to  Paducah,  Ky. ;  thence 
via  and  including  the  Nashville,  Chattanooga  &  St.  Louis  Ry.  to  a  point 
just  north  of  Paris,  Tenn. ;  and  thence  north  of  the  Louisville  &  Nash- 
ville R.  R.  to  a  point  just  east  of  Milan,  Tenn. 

(2)  Through  rates  based  on  differentials  from  Nashville.  Macon,  and 
Carolina  territories  apply  only  from  points  in  their  respective  territories 
on  the  following  lines : 

Atlanta  &  West  Point  R.  R.,  junction  points  only,  including  Grantville 
and  Palmetto,  Ga. ;  also  on  saddlery  and  horse  collars  from  Fairburn. 
Ga.,  and  cotton  piece  goods  to  Texas  points  from  Hoganville,  Ga. 

Atlantic  Coast  Line  Railroad  Co.,  Gibson,  N.  C,  Bennettsville,  Cam- 
den, Cheraw,  Clear  Water,  Clinton,  Clio,  Columbia,  Darlington,  Dillon. 
Goldville,  Hamer,  Hartsville,  McColl,  Marion,  Orangeburg,  and  Pros- 
perity, S.  C. ;  on  syrup  from  local  and  junction  points  in  Georgia  four 
cents  per  100  pounds  higher  than  Macon  Territory  rates. 

Blue  Ridge  Ry. 

Central  of  Georgia  Ry.  and  Controlled  Lines  (except  East  Alabama 
R.  R.  and  Columbus  &  Rome  R.  R.),  except  on  syrup  from  interior  points 
in  Georgia  east  of  Columbus  (not  including  Macon)  to  Texas  points 
the  rate  will  be  four  cents  per  100  pounds  higher  than  Macon  Territory 
rates. 

Charleston  &  Western  Carolina  Ry. 

Chattanooga  Southern  R.  R. 


INTERSTATE  TEXAS  RATES  57 

Columbia,  Newberry  &  Laurens  R.  R. 

Georgia,  Carolina  &  Northern  Ry.,  in  South  Carolina  and  Georgia, 
junction  points  only. 

Georgia  R.  R.,  including  Gainesville,  Jefferson,  and  Southern  &  Union 
Point  &  White  Plains  branches. 

Georgia  Southern  &  Florida  Ry. 

Illinois  Central  R.  R.,  east  of  Fulton,  Ky. 

♦Louisville  &  Nashville  R.  R.,  junction  points  (except  Prattville. 
Ala,,  and  Bells,  Tenn.)  only;  also  on  whiskey,  in  wood  in  glass,  packed 
in  cases,  any  quantity,  from  Greenbrier,  Columbia,  and  Lynnville,  Tenn., 
Crab  Orchard,  Gilbert,  Haden,  Lancaster,  and  Silver  Creek,  Ky.,  and  on 
potatoes,  carloads,  from  Columbia,  Tenn.  On  marble  from  Ball  Ground, 
Canton,  Nelson,  Holly  Springs,  and  Tate,  Ga.,  rates  are  two  and  one-half 
cents  higher  than  Macon  rates,  except  that  rates  on  marble  and  stone 
to  Houston  and  Galveston,  Tex.,  and  points  taking  same  rates,  rates  are 
three  and  one-half  cents  per  100  pounds  higher  than  Marietta  rates. 

Macon  &  Birmingham  Ry. 

Mobile  &  Ohio  R.  R.,  points  on  Montgomery  branch,  except  Pratt- 
ville, Ala. 

♦Nashville,  Chattanooga  &  St.  Louis  Ry.,  junction  points,  and  Bridge- 
port and  Guntersville,  only ;  also  on  brass  castings,  plow  singletrees, 
and  handles,  carloads  and  less  carloads,  from  Sequatchie,  Tenn. ;  on 
buggy  bodies  and  gears  from  Normandy,  Tenn.,;  on  cotton  factory 
products,  all-woolen  jeans,  casinetts,  linseys,  yarns,  blankets,  plants  and 
overalls  from  Beans  Creek,  Shelbyville,  Flintville,  Rock  Island,  Mc- 
Minnville,  and  Doyle,  Tenn. ;  on  handles  from  Jasper,  Tenn. ;  on  cotton 
rope  from  Graham,  Tenn. ;  on  potateos,  carloads,  from  Columbia,  Tenn. ; 

♦From  points  on  the  Louisville  &  Nashville  R.  R.  and  the  Nashville,  Chat- 
tanooga &  St.  Louis  Ry.  (situated  similar  to  Clarksville,  Tenn.),  from  which 
other  transportation  is  available,  i.  e.,  water  or  other  rail  lines,  through  rates 
are  made  on  a  differential  basis. 

Plant  System,  viz.  :  Albany,  Jessup,  Tifton,  and  Valdosta,  Ga.,  Queen  & 
Crescent  Route. 

St.  Louis  &  San  Francisco  R.  R.  (Southern  Division,  Tupelo  and  Birmingham 
districts). 

Seaboard  Air  Line,  Everett,  Ga.,  also  interior  Georgia  points  east  of  Columbus, 
Ga.  (except  on  syrup  to  Texas  points,  the  rate  is  four  cents  per  100  pounds 
higher  than  Macon  Territory  rates). 

Southern  Ry.  (including  Augusta  Southern  R.  R.),  except  on  syrup  from 
points  in  Georgia  south  of  Macon  to  Texas  points  the  rate  is  four  cents  per  100 
pounds  higher  than  Macon  Territory  rates. 

Tallassee  &  Montgomery  Ry.,  Tallassee,  Ala. 

Western  Ry.  of  Alabama,  junction  points  only,  including  Grantville  and 
Palmetto,  Ga. 

Western  &  Atlantic  R.  R.,  junction  points  only. 

Through  rates  from  points  on  lines  not  specified  above,  as  well  as  from 
junction  points  reached  solely  by  the  Louisville  &  Nashville  R.  R.,  and  Nashville, 
Chattanooga  &  St.  Louis  Ry.,  and  points  covered  by  the  foregoing  exceptions, 
are  made  on  combination  of  locals. 


58 


FREIGHT  RATES— WESTERN  TERRITORY 


on  wagon  material  from  Doyle.  MeMinnville,  Manchester.  Shelbyville, 
and  TuUahorna,  Tenn.;  on  tobacco  from  Paris,  Tenn. ;  on  trees  and 
shrubbery  from  Jeff,  Lily  Flagg,  Mercury,  and  Normal,  Ala.,  and 
Decherd,  Dunlap,  Estill  Springs,  Fayetteville,  MeMinnville,  Tullahoma, 
and  Winchester,  Tenn.;  on  buggies,  harness,  and  saddlery  from  Shelby- 
ville, Tenn.,  to  Texas  points,  and  on  articles  manufactured  at  South 
Pittsburgh,  Tenn.  (except  iron  articles)  ;  on  whiskey,  in  wood  or  glass, 
any  quantity,  from  Normandy,  Sparta,  and  Tullahoma,  Tenn.,  and 
Vinings,  Ga. ;  also  on  cotton  sheeting  from  Graham,  Tenn.,  to  Texas 
points. 

Points  Taking  New  Orleans  Rates 
Basis  applies  at  stations  not  named  which  are  situated  directly 
intermediate  between  two  points  that  are  named  on  the  same 
railroad. 


Addis La. 

Adeline    La. 

Alexandria    La. 

Algiers     La. 

Alma1.2    La. 

Aloha     La. 

Anchorage  (M.L.&T.)  .La. 

Anchorage     La. 

(N.  O.  T.  &M.i 
Anchorage1    (T.&F.)  .  .  La. 

Angola     La. 

Anococo     La. 

Ansley2     La. 

Arcadia     La. 

Armstead    La. 

Ashland     La. 

Athens     La. 

Atkins     La. 

Atlanta     La. 

Baldwin    La. 

Barnes    Creek:J La. 

Basile    La. 

Batchelor    La. 

Baton    Rouge La. 

Bayou    Goula La. 

Bayou    Sale La. 

Bayou    Sara La. 

Belle    Alliance La. 

Bennett1,2    La. 

Berard     La. 

Berard,    H La. 

Bernice2     La. 

Berwick     La. 


Bienville    La. 

Bijou     La. 

Black     Hawk La. 

Blanchard3    La. 

Boeuf    La. 

Bon    Ami3 La. 

Bon  Ami  Jet'." La. 

Boon    La. 

Bordelonville    La. 

Boswell1.3    La. 

Boudier     La. 

Bowie     (M.L.&T.)  .  .  .  .La. 

Bowie     (T.  &I\)1 La. 

Boyce     La. 

Branch    La. 

Brimstone1.3     La. 

Broussard     La. 

Bullion    La. 

Bundiek1.3     La. 

Bunkie     La. 

Burnside    La. 

(Ascension   Parish) 
Burton    La. 

Caddo    City1.3 La. 

Cade    La. 

Calcasieu'.4     La. 

Calhoun    La. 

Camp    Curtis1.3 La. 

Campti    La. 

Carencro     La. 

Carson3     La. 

Caspiana    La. 

Castor     La. 


C.    C.    Junction1.*.  . 

Chacahoula     

Chasmore1     

Chataignier     

Chatham     

Cheneyville     

Chestnut     

Chopin     

Choudrant     

Christie1.3    

Chula     

Church  Point 

Cinclare     

Clarence    

Clays1.3    

Colfax   

Colgrade    

Convent    

Converse®     

Cottonport    

Cotton    Valley 

Coushatta     

Cravens4     

Crowley     

Cypress    (T.  &P.).. 
Cypress1    (M.L.&T.  | 


.La. 

.La. 

.La. 

.La. 

.La 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

.La. 

La. 
.La. 
.La. 
.La. 

La. 
.La. 

La. 

La. 


Delhi     La. 

Delta  Point   La. 

Denkman     La. 

De  Quincy3    (K.C.S.).La. 

De    Quincy La. 

(N.  O.  T.  &M.) 
DeRidder3    (K.C.S.) .  .La. 

1  Xon-agency  station. 

2  Special  basis  applies  on  classes  hetween  Chicago.  Rock  Island  &  Pacific  Ry. 
and  Orange  &  North-Western  R.  R.  points. 

3  Special  basis  applies  on  classes  at  points  carrying  this  reference. 

4  New  Orleans  basis  applies  on  commodities  only,  to  and  from  points  on  the 
Gulf.  Colorado  &  Santa  Fe  Ry.,  only  ;  special  class  basis  at  points  which  carry  this 
reference. 


INTERSTATE  TEXAS  RATES 


59 


Points  Taking  New  Orleans  Rates — Continued 
Basis  applies  at  stations  not  named  which  are  situated  directly 
intermediate  between  two  points  that  are  named  on  the  same 
railroad. 


DeRidder4     La. 

(G.  C.  &S.  P.) 
DeRidder3    ( L.C.&N.) .  La. 
DeRidder3     La. 

(S.  A.  &  S.  W.) 

DeRidder  Jet1.-    La. 

Derry     La. 

DeSoto1.3     La. 

Des    Allemands La. 

Dido1.4     La. 

Dodson3     La. 

Donaldsonville    La. 

Donner    La. 

Doyline     La. 

ZJ£°':  ::::::  :■::£ 


Fournet     La. 

Franklin     La. 

Frierson3     La. 

Fullerton3     La. 

Fulton3   (L.  C.  &  N.)  .La. 
Fulton     La. 

(N.  O.  T.  &M.i 
Fulton1.3     La. 

(S.  A.  &S.  W.) 

Gahagan     La. 

Garden     City La. 

Gardere     La. 

Garyville     La. 

Gayles     La. 


Dubberly     La. 

Dugdemonia1.3    La. 

East    Point La. 

Edenborn .La. 

Edgard    La. 

Edgerly3     La. 

Egan5    La. 

El  Dorado   Jet3 La. 

Elizabeth4     ...La. 

Ellis1     La. 

Elmore3     La. 

Elton     La. 

Emerson    Ark. 

Eola    (M.   L.  &  T.)  .  .  .La. 

Eola1    (T.  &   P.) La. 

Eros     La. 

Erwinville     La. 

Estherwood     La. 

Eunice     La. 

Evergreen    La. 

Everett3    La.      Gueydan^    La. 

Experimental  Farm1.3  La.      Hagen     La. 

Hamburg     La. 

Hanna     La. 

Harvey's     La. 

Harvey    La. 

Haughton     La. 

Hawthorne1,3     La. 

Haynesvillc     La. 


Gaytine1.3    La. 

(S.A.  &S.  W.) 

Geismar     La. 

Georgetown     La. 

Gibbsland    La. 

Gibson     La. 

Gillis1.3     La. 

Girard     La. 

Glenmora    La. 

Glynn    La. 

Gloster    '.  La. 

Gold    Dust La. 

Goldonna    La. 

Good    Pine La. 

Grabow1,4    La. 

Gramercy    La. 

Grand    Bayou La. 

Grand     Cane La. 

Grand    Ecore La. 

Gretna     La. 

Grosse    Tete La. 


Fayette3    La. 

Fenton     La. 

Ferriday     La. 

Fisher3    La. 

Fish    Pond La. 

Florien3     La. 

Forbing1.3     La. 

Fordoche     La. 

Forest  Hill La. 


Hollingsworth1,3    ....La. 

Holly1,3     La. 

Holly     Ridge La. 

Homer     La. 

Hornbeck3     La. 

Howard    La. 

Hymers1.3     La. 


Ikes4    La. 

Iota    La. 

Iowa    La. 

Irish    Bend La. 

Jeanerette     La. 

Jena     La. 

Jennings    1 .1. 

Jonesboro3    La. 

(C.  R.  I.  &P.) 
Jonesboro  (T.  &  G.L.La. 

Jonesboro    Jet La. 

Juanita3    La. 

Kearney1,3    La. 

Kenner    La. 

Kessler    Ln . 

Keystone    ( M.L.&T. ) . .  La. 
Keystone1    (L.    \V.i..La. 

Kinder     La. 

Kingston1,3     La. 

Knapp     La. 

Labadieville    La. 

Lafayette    La. 

Lafourche     La. 

Lake    Arthur5 La. 

Lake    Charles3 La. 

(K.  C.  S.) 
Lake  Charles3  (L.W.)  La. 
Lake    Charles3 La. 

(L.  C.  &  N.) 
Lake   Charles La. 

(St.  L.  I.  M.  &  S.) 
Lake    Charles3 La. 

(S.  A.  &  S.  W.) 

Lake    End La. 

Laniourie     La. 

Lamorie     La. 

La    Place La. 


Herbert1.4     La. 

Hessmer    La.     Lawtell    La. 

Hodge1,3    La.  (N.  O.  T.  &  M.j 

1  Non-agency  station. 

2  Special  basis  applies  on  classes  between  Chicago,  Rock  Island  &  Pacific  Ry. 
and  Orange  &  North-Western  R.  R.  points. 

3  Special  basis  applies  on  classes  at  points  carrying  this  reference. 

4  New  Orleans  basis  applies  on  commodities  only,  to  and  from  points  on  the 
Gulf,  Colorado  &  Santa  Fe  Ry.,  only ;  special  class  basis  at  points  which  carry  this 
reference. 

D  Basis  as  per  item  105,  except  on  rice. 


60 


FREIGHT  RATES— WESTERN  TERRITORY 


Points  Taking  New  Orleans  Rates — Continued 

Basis  applies  at  stations  not  named  which  are  situated  directly 
intermediate  between  two  points  that  are  named  on  the  same 
railroad. 


Lawtell1     La. 

(N.  O.  T.  &M.) 

Le    Compte La. 

Ledet,    Pauline   J.1... La. 
Leesville  Hdw.  Spur1.3  La. 

Leesville3    La. 

Leonville     La. 

Lettsworth     La. 

Lewis3     La. 

Lillie3    La. 

Lily    Jet1.8 La. 

Lobdell    La. 

Lockport     La. 

Lockport   Jet1.3 La. 

Longbridge     La. 

Longville3     La. 

Loring3    La. 

Lottie    La. 

Loula1.3     La. 

Lucas    (K.  C.  S.^1.3..  .La. 

Lucas  (T.  8c  P.) La. 

Ludington8     La. 

Lutcher  La. 

McCall     La. 

McCoy's    Spur1,3 La. 

McElroy    La. 

McKamie1    (L.  &  A.). La. 

McNeil     Ark. 

Mab1.4     La. 

Magnolia     Ark. 

Maloz    Bros La. 

Mamou    La. 

Mansa    La. 

Mansfield    La. 

(M.  R.  T.  Co.) 
Mansfield3  (K.  C.  S.).La. 

Mansura    La. 

Many3     La. 

Maringouin    La. 

Markee1.4    La. 

Marksville     La. 

Marthaville    La. 

Melville    La. 

Mermenteau    La. 

Merryville4    La. 

Midland     La. 

Millbank    ^ La. 

Minden    La. 

Monroe    La. 


Montegut    La. 

Montgomery     La. 

Mooringsport3    La. 

Moreauville    La. 

Moreland    La, 

Morgan    City La. 

Morganza    La. 

Morrows    La. 

Morville    La. 

Mounds     La. 

Myitis3     La. 

Naples La. 

Napoleonville   La. 

Natchez     La. 

Natchitoches    La. 

Neale1.4     La. 

Neame3    La. 

New    Iberia    La. 

Newlin1,3    La. 

New  Orleans    La. 

New    Roads La. 

Nitram*     (G.C.&S.F.)  .La. 
Nitram  (G.  &  S.  R.).  .La. 

Noble3     La. 

No.   Baton   Rouge.... La. 
Norton's    Spur1,3 La. 

Oakdale La. 

(St.  L.  I.  M.  &  S.) 
Oakdale*    La. 

(G.  C.  &  S.  F., 

Oberlin    La. 

Oil   City3    La. 

Olivier     La. 

Opelousas     La. 

Oxford     La. 

Packton     La. 

Paincourtville    La. 

Palmetto     La. 

Palmers'    Mill1,3 La. 

Patterson    La. 

Paulina1    La. 

Pelican    La. 

Perkins1,3    La. 

Pickering3     La. 

Pierre    La. 

Pine    Prairie La. 

Pineville     La. 


Pitkin*    La. 

Plaquemine     La. 

Plattenvllle    La. 

Port  Allen    La. 

Port    Barre La. 

Port    Chalmette La 

Port   Hudson La. 

Powell1  (M.  L.  &  T.)  .La. 

(Jefferson  Parish) 
Powell1   (V.  S.  &  P.)  .La. 
Powhatan   La. 

(Ouachita  Parish) 

Provencal    La. 

Tujo1.*     La. 

Pybnrn  (T.  &  G.) La. 

Pyburn1,2    La. 

(C  R.   I.  &   P.) 

Quebec  La, 

Quitman2    La. 

Raceland     La. 

Randolph2     La. 

Ratliff La. 

Ravanna3    Ark. 

Rayne    La. 

Rayville    La. 

Reaves     La. 

Reserve     La. 

Ringgold   La. 

Roanoke    La. 

Robeline    La. 

Roberts1,4    La. 

Rochelle    La. 

Rodessa3   La. 

Roger     La. 

Rose     La. 

Rosedale1    ( M.L.&T. ) .  La. 
Rosedale  (T.  &  P.) . .  .La. 

(Iberville   Parish) 

Rose  Pine8 La. 

Rousseau     La. 

Ruston  (V.  S.  &  P.). La. 
Ruston2    La. 

(C.  R.  I.  &  P.) 
Rustville     La. 

St.    Gabriel La. 

St.  James La. 

St.   Landry La. 

St.    Maurice Ea. 


1  Non-agency  station. 

2  Special  basis  applies  on  classes  between  Chicago,  Rock  Island  &  Pacific  Ry. 
and  Orange  &  North-Western  R.  R.  points. 

3  Special  basis  applies  on  classes  at  points  carrying  this  reference. 

4  New  Orleans  basis  applies  on  commodities  only,  to  and  from  points  on  the 
Gulf,  Colorado  &  Santa  Fe  Ry.,  only ;  special  class  basis  at  points  which  carry  this 
reference. 

B  Basis  as  per  Item  103.  except  .on  rice. 


INTERSTATE  TEXAS  RATES 


61 


Points  Taking  New  Orleans  Rates — Continued 

Basis  applies  at  stations  not  named  which  are  situated  di- 
rectly intermediate  between  two  points  that  are  named  on  the 
same  railroad. 


St.  Mary1   (N.i.&N.)..La. 

(St.  Landry  Parish) 
St.  Mary1   (Y.&M.V.)  .La. 

Saline    La. 

Sarepta     La. 

Schriever    La. 

Scott    La. 

Seale1.3    La. 

Shamberger  &  Son1.3. La. 

Shaws    La. 

Shear1.*     La. 

Sheehan1.3    La. 

Sibley     La. 

Sikes    La. 

SImmesport    La. 

Simsboro     La. 

Singer3    La. 

Smyth   Jet3    La. 

Sodus La. 

Sorrell     La. 

Sorrento    La. 

South    Mansfield La. 

Spear    La. 

Spring    Hill La. 

Stables    Spur3 La. 

Starks    La. 

Stovall    La. 


Sulphur    La. 

Sulphur    Mine La. 

Sunset     La. 

Tallullah     La. 

Tama     La. 

Tannehill1.3     La. 

Taylor     Ark. 

Taylortown     La. 

Thibodaux     La. 

Tillman1.4     La. 

Timberton     La. 

Tioga     La. 

Toomey1.3     La. 

Torras     La. 

Tremont    La. 

Trenton1.3    La. 

Trout    La. 

Turner'.3     La. 

Turps1    (L.   C.  &  N.).La. 

Turps1.3     La. 

(S.  A.  &  S.  W.) 

Vacherie     La. 

(St.  James  Parish) 

Vandercook1.3     La. 

Verda    La. 


Vicksburg    Miss. 

Victoria    Mills La. 

Vienna1.2     La. 

Vinton3     La. 

Vivian3    La. 

Waggaman    La. 

Walla1.3     La. 

Wascy'.3     La. 

Washington    La. 

Welsh    La. 

Westdale     La. 

West  Lake3   (K.C.S.)  .La. 

West    Monroe La. 

White   Castle La. 

Wilhelm    La. 

Willard    Ark. 

Winnfield2     La. 

Winona1.2     La. 

Wirand1.2    La. 

Woodside La. 

Woodworth     La. 

Wyatt2     La. 

Yellow     Pine La. 

Zwolle3    La. 


1  Non-agency  station. 

2  Special  basis  applies  on  classes  between  Chicago,  Rock  Island  &  Pacific  Ry. 
and  Orange  &  North-Western  R.  R.  points. 

3  Special  basis  applies  on  classes  at  points  carrying  this  reference. 

*  New  Orleans  basis  applies  on  commodities  only,  to  and  from  points  on  the 
Gulf,  Colorado  &  Santa  Fe  Ry.  only ;  special  class  basis  at  points  which  carry  this 
reference. 

8  Basis  as  per  Item  105,  except  on  rice. 


62 


FREIGHT  RATES— WESTERN  TERRITORY 


Points  Taking  Shreveport  Rates 

Basis  also  applies  at  stations  not  named  in  the  following  list 
which  are  situated  directly  intermediate  between  two  points  that 
are  named  on  the  same  railroad. 


Ardis3.3   La. 

Belcher2    La. 

Billmore1     La. 

Black    Diamond1.2.  .   Ark. 

Boyd1,2    Ark. 

Bossier   City La. 

Bungalow1    La. 

Caddo    Downs1 La. 

Cash  Point1.2 La. 

Cavett1.2    La. 

Caywood1    La. 

Cedar    Grove La. 

Combs    Spur1 Ark. 

Dixie    (Caddo  Parish)  =La. 
Doddridge1.2    Ark. 

Flournoy    La. 

Fort    Lynn1.2 Ark. 

Fouke2 Ark. 

Franks1     La. 

Funston1     La. 


Gas  Center La. 

Gilliam2     La. 

Greenwood  (Caddo 

Parish)2   (T.  &  P.). La. 

Greenwood  (Caddo  Par- 
ish)   (M.K.&T.Tex.)  La. 

Hayti1.2     La. 

Herndon1.2    La. 

Hosston2    La. 


Ida2 


.La. 


.Tewella1     La. 

Keachie     La. 

Keithville2  (T.  &P.).La. 
Keithville  (H.  &  S.) .  .La. 
Kiblah1.2     Ark 

Lake    Hayes1.2 La. 

Lane2     La. 


LaRosen1     La. 

Logansport     La. 

Longstreet     La. 

Mira2    La. 

New   Camp1.2 La. 

Nichols1     La. 

Oden1     La. 

Pickett1.2    La. 

Preston    La. 

Reisor2    La. 

Roberts1.2    Ark. 


Shreveport 


.La. 


Uni2 


.La. 


Washburn1    La. 


1  Non-agency  station. 

2  Shreveport  rates  apply  on  shipments  between  points  taking  New  Orleans 
rates  bearing  this  character  and  points  on  the  Texas  &  Pacific  Railway  in  Texas, 
including  Denison,  Tex.,  except  as  otherwise  provided  to  and  from  Jonesville, 
Lanark,  Scottsville,  and  Waskorn,  Tex.,  Shreveport-Ft.  Worth  rates  apply  to 
and  from  all  other  points  in  Texas  taking  Texas  Common-Point  rates. 

3  Do  not  apply  from  or  to  points  on  the  Gulf,  Colorado  &  Santa  Fe  Railway. 


A  similar  description  of  the  territory  embraced  in  these 
groups  was  formerly  incorporated  in  the  issues  of  the 
Southwestern  Tariff  Committee,  but  since  the  federal 
regulations  relative  to  tariff  construction  became  effective 
(1907),  the  information  is  contained  in  the  territorial 
directory  of  this  committee.  This  issue  shows  in  alpha- 
betical order  all  of  the  points  located  in  the  defined  terri- 
tories and  the  group  (or  territory)  to  which  they  are 
assigned. 


INTERSTATE  TEXAS  RATES 


63 


3.  Differentials 

As  in  the  case  of  the  adjustment  of  rates  to  Missouri 
River,  Colorado,  and  Utah  common  points,  the  rates  from 
adjoining  territories  to  Texas  Common  Points  are  made 
on  a  differential  basis  and  the  differentials  used  in  this 
structure  are  shown  in  Table  7. 

TABLE  7 
Differentials  from  Defined  Territories 


3 
4 
5 
6 
7 
8 
9 
10 


12 
13 

14 


To  Texas  Common  Points 
From 


Cincinnati    

Dayton-South  Bend. 
Detroit-Cleveland   .  . 

Pittsburgh     

Nashville   

Louisville     

Macon    

Carolina 

Middlesborough 
Raleigh     


Little  Rock-Ft.  Smitn 

Memphis    

New    Orleans 

Shreveport 


15  Quincy 

16  Omaha-Davenport 

17  Chicago    

18  Milwaukee 

19  Fox  River 


20     Kansas  City. 


°1 

oo 

Kansas  No.  2 

23 

24 

Colorado  Com.  Points2. . . 

25     Utah   Common  Points8. 


Differentials  in   Cents  per   100 
Pounds 


12     3     4 


Classes1 
5     A 


B     C    D    E 


20  16  12 
32  27  20 
40  35  27 
50  45  32 
6  5  4 
11  9  6 
11  9 
29  22 
40  35  27 
46  35  27 


6 

17 


10  7  9 
16  11  11 
19  16  16 
23  19  20 

2  3 

3  4 
3     4 

13  10  41 
19  16  16 
21   16  18 


3 

5 
5 


8  7  6  5 

10  10  10  10 

14  12  12  11 

16  16  16  15 

2  2  2  1 


3 
10 
14 


3  2 

3  2 

9  9 

12  11 


16  15  15  16 


23  20  18 
10  10  8 
10  10  10 
32  23  20 


13  10  12 

7     5  7 

9     6  7 

16  15  14 


10  9  8  8 
3  5  5  5 
6     6      6     6' 

13   12  12   12 


6  5  5  4 
15  12  9  7 
20  16  12  10 
20  10  12   10 


4  5 

4  5 

7  9 

7  9 


4  4  4  3 

4  4  4  3 

8  7  6  5 

8  7  6  5 


40  31 

24  20  15 

16% 

14 

12 

11 

10 

10  10 
20  16 
20  16 

8     8     6 
12   10     7 
12  10     '. 

6 

9 
9 

5 

8 

8 

4 

7 

7 

3 
6 
6 

O 

5 

5 

15     9     7     7     7 


5     6     6     6 


Remarks 


Over  St 

Louis  rates 


Less    than 
St.    Louis 
rates 


Over  St 
Louis  rates 

Same  as  St. 
Louis  rates 

Over  Kansas 
City  rates 


1  Governed  by  the  Western  Classification. 

2  Same  rates  as  from  St.  Louis,  not  to  exceed  Denver-Kansas  City  rates. 

3  Rates  from  Utah  Common  Points  will  be  made  the  differentials  shown  less 
than  the  rates  currently  in  effect  from  Utah  Common  Points  to  New  Orleans. 


64         FREIGHT  RATES— WESTERN  TERRITORY 

The  differentials  given  in  Table  7,  either  over  or  under 
the  base  rate  as  the  case  may  be,  represent  a  relative 
alignment  on  the  group  relation  theory  based  on  all  com- 
petitive conditions, 

These  differentials  do  not  fluctuate.  Any  change  in  the 
gross  rate,  i.  e.,  the  rate  from  the  point  of  shipment  to 
destination,  occurs  in  the  St.  Louis-Texas  Common  Point 
rate.  The  change  in  the  St.  Louis-Texas  Common 
Point  rate  is  perpetuated  throughout  the  rate  structure 
by  the  use  of  the  differentials. 

Thus,  for  example,  should  the  rates  on  any  class  rate 
or  commodity  rate  be  advanced  five  cents  from  St.  Louis 
to  Texas  Common  Points,  the  same  advance  occurs  from 
all  other  territories  from  which  the  rates  are  made  with 
relation  to  the  St.  Louis  rates. 

The  differential  basis  is  always  employed  where  there 
is  an  established  rate  from  St.  Louis  to  Texas  Common 
Points.  While  there  is  no  uniform  basis  used  in  arriving 
at  rates  from  a  certain  territory,  in  most  instances  when 
a  rate  is  established  from  a  certain  territory,  such  as 
Dayton-South  Bend,  either  on  an  arbitrary  basis  or  on  a 
combination  of  locals  through  a  committee  gateway,  as 
for  instance  New  Orleans,  rates  are  established  from 
other  defined  territories,  namely,  St.  Louis,  Kansas  City, 
Chicago,  Detroit-Cleveland,  Macon,  Carolina,  Memphis, 
Little  Rock-Ft.  Smith,  Omaha-Davenport,  Quincy,  Fox 
River,  Louisville,  Raleigh,  Middlesborough,  and  Pitts- 
burgh, by  use  of  the  differentials  displayed  in  the  fore- 
going by  first  establishing  the  St.  Louis-Texas  Common 
Point  rate  on  proper  relative  basis. 


INTERSTATE  TEXAS  RATES 


65 


4.  Rates 

In  Table  8  are  shown  some  of  the  rates  currently  in 
effect  from  denned  territories  to  Texas  Common  Points, 
while  in  Table  9  are  shown  the  rates  applying  from  Texas 
Common  Points  in  the  opposite  direction.  A  comparison 
of  these  rates  will  develop  the  fact  that  in  most  instances 
the  same  adjustment  is  applied  in  both  directions,  as  the 
rates  are  the  same. 

TABLE  8 

Class  Rates  from  Points  in  Territories  Specified  to  Texas 

Common  Point  Territory 


To  Texas  Common  Point 
Territory  From 

Rates  in  Cents  per   100  Pounds 

Classes1 
1          2         3         4       5       A        B      C      D       E 

147     125     104       96     75     79       70     58     46     39 
137      115        96       89      70     72        65     53     41     34 

Little  Rock-Ft.  Smith 

Chicago-Cincinnati  and 

Milwaukee       

124     105       86       83     65     67       60     49     38     31 

167     141     116     106     82     88       78     65     52     44 

162     137     113     103     7»     84        74     62     50     42 
153     130     109     100     79     84       74     62     50     42 
187     156     128     116     90     95^   84     70     57     49 
153     130     108       99     77     82       72     60     48     40 
158     134     110     101     78     83       73     61     49     41 
176     147     121      109     85     90       80     67     55     48 
193     160     131      117     91      97       86     73     61     5i 
187     160     131     115     91     95       84     70     58     50 
179     152     124     112     S6     90       80     68     56     49 
187     160     131      llo     91     95       84     70     58     50 
197     170     136     119     94     99       86     74     62     54 

Omaha-Davenport    (Except 

Quiucy,  111.) 

Quincy   

Louisville  and  Macon 

Carolina    

Davton-South  Bend 

Detroit-Cleveland   

Pittsburgh 

1  Governed  by  the  Western  Classification.  Southwestern  Lines'  Tariff,  Series 
No.  1. 


66         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  9 

Class  Rates  from  Texas  Common  Point  and  Fort  Worth  - 
Dallas  Groups  to  Territories  Specified 


From  Groups 


Texas 
Common 
Point  and 
Fort  Worth- 
Dallas 


Texas 

Common 

Point 


Fort  Wortu- 
Dallas 


To  Territories 


St.  Louis 

Memphis      

Little  Rock-Ft.  Smith. 
Omaha-Davenport     .  .  . 

Chicago    

Cincinnati     

Milwaukee   

Fox  Riv  r 

Louisville , 


Kansas 
Kansas 
Kansas 
Kansas 


City 

Group  1. 
Group  2. 
Group  3. 


Kansas 
Kansas 
Kansas 
Kansas 


City 

Group  1 . 
Group  2. 
Group  3. 


Rates  in  Cents  per  100  Pounds 


Classes1 
4   5  A 


B  C  D  i; 


147 
137 


125 
115 


104 
96 


96 
89 


to 
70 


124  105 
162  137 
167  141 
167  141 
167  141 
187  156 


86  83  65  67 

113  103  79  84 

116  106  82  88 

116  106  82  SS 

116  106  82  88 

128  116  90  95V2 


70  58 
65  53 
60  49 
74  62 
78  65 
78  65 
78  65 
84  70 


46  39 
41  34 

38  31 
50  42 
52  44 
52  44 
52  44 
57,  49 


158 

134 

110 

101 

78 

83 

73 

61 

49 

41 

147 

125 

104 

96 

75 

79 

70 

58 

46 

39 

157 

135 

112 

104 

81 

S5 

75 

62 

49 

42 

167 

141 

116 

106 

82 

•88 

78 

65 

52 

44 

127  111     96 
137  121  104 

147  127  108 


89  70  72 
97  76  78 

99  77  81 


65  53  41  34 
70  57  44  37 

73  60  47  39 


1  Governed  by  the  Western  Classification.  Southwestern  Lines'  Tariff,  Series 
Xo.  20. 


5.  Exceptions  to  General  Basis 


There  are,  however,  several  exceptions  whereby  a  dif- 
ferent basis  is  established  for  rates  from  Texas  than  is 
used  in  making  rates  to  points  in  the  state.  These  excep- 
tions are  set  forth  in  Table  10. 


INTERSTATE  TEXAS  RATES         67 
TABLE  10 

Class  Rates  from  Texas  to  Colorado  and  Utah  Common 

Points 


To 

Kates  in  Cents  per  100  Pounds? 

From 

Classes1 

Remarks 

12       34       5ABCD 

E 

Colo. 

Loss       than 

Points   in   Texas 

Com. 

rates      cur- 

Common Point 

Points 

rently      i  n 

Territory,    ex- 

effect   from 

cept  points  in 

New    Or- 

Fort    Worth- 

leans.     La., 

Dallas     Group 

to  Colorado 

No.    2 

Common 

25    17    15    13    12    11     10    10    10 

10 

Points 

Colo. 

Less      than 

Points     in     Fort 

Com. 

rates  apply- 

Worth-Dallas 

Points 

ing    from 

Group  No.  2 

Texas  Com- 

0     2      0      0      0      3      0      0      0 

0 

mon  Points 

Utah 

Less      than 

Points    in   Texas 

Com. 

rates      cur- 

Common Point 

Points 

rently       i  n 

Territory,      in- 

effect    from 

eluding    points 

New    Or- 

in Fort  Worth- 

leans,    La., 

Dallas     Group 

to    Utah 

No.  2 

• 

Common 

25    17    15    13    12    11     10    10    10 

1 

Points 

1  Governed  by  the  Western  Classification. 

The  Fort  Worth-Dallas  groups  referred  to  in  Table  10 
are  outlined  as  follows: 

Fort  Worth-Dallas  Group  No.  1 
("burnt  district") 

The  "Burnt  District,"  or  what  is  hereafter  to  be  known  as 
"Fort  Worth-Dallas  Group  No.  1,"  comprises  that  portion  of  the 
State  of  Texas  lying  within  the  following  boundary : 

Commencing  at  a  point  on  the  Fort  Worth  &  Denver  City  Ry. 
just  west  of  Acme  and  continuing  in  a  southwesterly  direction, 


68         FREIGHT  RATES— WESTERN  TERRITORY 

via  an  air  line,  to  a  point  on  the  Texas  Pacific  Ry.  just  west  of 
Big  Springs ;  thence  in  a  southeasterly  direction,  via  an  air  line, 
to  a  point  just  south  of  San  Angelo ;  thence  in  an  easterly  direc- 
tion via  a.  line  drawn  immediately  south  of  and  parallel  to  the 
Gulf,  Colorado  &  Santa  Fe  Ry.,  to  a  point  just  south  and  west 
of  Brownwood ;  thence  in  a  southerly  direction  via  a  line  drawn 
immediately  west  of  and  parallel  to  the  Fort  Worth  &  Rio  Grande 
Ry.,  to  a  point  just  south  of  Brady ;  thence  in  a  northerly  direc- 
tion via  a  line  drawn  immediately  east  of  and  parallel  to  the  Fort 
Worth  &  Rio  Grande  Ry.,  to  a  point  just  south  and  east  of 
Brownwood;  thence  in  an  easterly  direction  via  a  line  drawn 
immediately  south  of  and  parallel  to  the  Gulf,  Colorado  &  Santa 
Fe  Ry.,  to  a  point  just  south  and  west  of  Belton;  thence  in  an 
easterly  direction  via  a  line  drawn  immediately  south  of  and 
parallel  to  the  Missouri,  Kansas  &  Texas  Ry.  of  Texas  to  a  point 
just  south  and  east  of  Echo ;  thence  in  a  northerly  direction  via 
a  line  drawn  immediately  east  of  and  parallel  to  the  Missouri, 
Kansas  &  Texas  Ry.  of  Texas  to  a  point  just  south  and  east  of 
Waxahachie ;  thence  in  an  easterly  direction  via  a  line  drawn 
immediately  south  and  parallel  to  the  Houston  &  Texas  Central 
R.  R.  to  a  point  just  south  and  east  of  Garrett ;  thence  in  a 
northerly  direction  via  a  line  drawn  immediately  east  of  and 
parallel  to  the  Houston  &  Texas  Central  R.  R.,  to  a  point  just 
south  of  Dallas;  thence  in  a  southeasterly  direction  via  a  line 
drawn  immediately  south  of  and  parallel  to  the  Texas  &  New 
Orleans  R.  R.,  to  a  point  just  east  of  Kaufman ;  thence  in  a 
northerly  direction  via  a  line  drawn  immediately  east  of  and 
parallel  to  the  Texas  Midland  and  Paris  &  Great  Northern 
Railroads,  via  Paris,  to  a  point  on  the  Red  River  just  east  of 
Arthur. 

Fort  Worth-Dallas  Group  No.  2 

The  territory  to  be  hereafter  known  as  "Ft.  Worth-Dallas 
Group  No.  2"  comprises  that  portion  of  the  State  of  Texas 
lying  east  and  north  of  the  following  boundary : 

Commencing  at  a  point  on  the  Fort  Worth  &  Denver  City 
Ry.  just  west  of  Texline  and  continuing  in  a  southerly  directiou 
via  the  New  Mexico-Texas  State  Line  to  a  point  on  the  Pecos  & 


INTERSTATE  TEXAS  RATES 


69 


Northern  Texas  Ry.  just  west  of  Wilsey ;  thence  in  a  south- 
easterly direction  via  an  air  line  to  a  point  on  the  Texas  & 
Pacific  Ry.  just  west  and  south  of  Big  Springs;  thence  in  an 
easterly  direction  via  a  line  drawn  immediately  south  of  and 
parallel  to  the  Texas  &  Pacific  Ry.  via  Sweetwater,  Abilene, 
Cisco,  Weatherford,  Fort  Worth,  Dallas,  Terrell,  Mineola,  Long- 
view  and  Marshall,  to  a  point  just  south  and  east  of  "Waskom. 

The    rates   currently   in    effect   are   those    shown   in 
Table  11. 

TABLE  11 

Class  Rates  from  Texas  Groups  Named  to  Denver  Group 

Points 


To  Denver 
croup  Points  From 


Points  in  Texas  Common  Point 
Group    

Points  in  Fort  Worth-Dallas 
Group    

El  Paso  Group 


Rates  in  Cents  per  100  Poinds 


Classes1 
4        5        A 


B 


D        E 


180     148      110      S4      05      SI      02     52     43%   3G 

171      146      110      84      65      T8     02      52     43%    30 
147      125      104      96      75      79      70      58     46        39 


1  Governed  by  the  Western  Classification.     Southwestern  Lines'  Tariff,  Series 
No.  6. 

These  adjustments  may  seem  unscientific  but  from  an 
economic  viewpoint  they  must  be  made,  as  otherwise 
industry  would  be  crowded  into  an  area  too  cramped  for 
free  movement  and  away  from  the  source  of  raw  material. 

6.  Northbound  Rates 

The  bases  for  rates  from  Texas  to  other  Northern 
points  3  are  on  the  same  basis  as  the  rates  from  defined 
territories  to  Texas  Common  Points,  except  that  the  dif- 
ferential basis  is  not  applied  to  points  in  defined  terri- 
tories in  Central  Freight  Association  Territory  outside 
of  Chicago-Cincinnati  Territory.  In  other  words,  the 
rates  from  and  to  defined  territories,  with  the  exception 
just  noted,  apply  between. 

3  See  Tables  9  and  12. 


70 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  12 

Class  Rates  from  Kansas  City  and  Kansas  Groups  to  Texas 
Common  Point  and  Fort  Worth-Dallas  Groups 


From 
Geodps 


Kansas 
City 


Kansas 
Group  1 


Kansas 
Group  2 


Kansas 
Group 


To 
Groups 


Common  Point.  . .  . 
Dallas-Fort  Worth. 


Common  Point 

Dallas-Fort  Worth. 


Common  Point.  . .  . 
Dallas-Fort  Worth. 


Common  Point 

Dallas-Fort  Worth. 


Rates  in 

Cents  per  100  Pounds 

1 

2 

3 

Classes 
4   5 

i 
A 

B 

C 

D 

E 

147 
127 

125 
111 

104 

96 

96 
89 

75 

70 

79 
72 

70 
65 

58 
53 

46 
41 

39 
34 

157 
137 

135 
121 

112 
104 

104 
97 

81 
76 

85 
78 

75 
70 

62 
57 

49 
44 

42 
37 

167 
147 

141 
127 

116 
108 

106 
99 

82 
77 

SS 
81 

78 
73 

65 
60 

52 
47 

44 
39 

167     141     116     106     82     88     78     65 


44 


147     127     108       99     77     81     73     60     47     39 


]  Governed  by  the  Western  Classification.     Southwestern  Lines'  Tariff,  Series 
No.  42. 

(a)  Houston  and  Galveston 

The  basis  for  the  construction  of  rates  to  common 
points  set  forth  in  the  previous  pages  is  also  applied, 
in  so  far  as  interior  points  are  concerned,  to  Houston  and 
Galveston,  Tex.,  except  that  from  New  Orleans,  La.,  the 
rates  are  made  as  follows  : 

Classes    1       2      3       4       5     A       B      C      D      E 

Rates    SO     GS     58     46     38     41     35     31     30     29 

The  rates  from  the  Shreveport,  La.,  Group  to  Houston 
are : 


Classes    1 

Rates   G2 


These  rates  are  governed  by  the  Western  Classification. 
The  rates  to  Galveston  are  the  following  differentials 
higher  than  the  rates  to  Houston : 

Classes    1      2      3 

Differentials    7       6       5 


2 

3 

4 

5 

A 

B 

C 

D 

E 

54 

50 

44 

33 

34 

31 

27 

24 

21 

4 

5 

A 

B 

C 

D 

E 

3 

3 

3 

3 

2 

2 

2 

INTERSTATE  TEXAS  RATES 


71 


These  rates  are  made  to  meet  water  competition  and 
will  be  more  fully  dealt  with  in  the  chapter  of  this  work 
devoted  to  rates  via  water  lines. 

7.  To  Points  in  Texas  Differential  Territory 

The  interstate  rates  to  points  located  in  Differential 
Territory  are  made  in  the  same  manner  as  are  the  state 
rates,  namely,  by  the  addition  of  the  differential  scale  of 
rates  to  the  common-point  base  rate.  Taking  as  an  illus- 
tration the  same  line  as  used  in  connection  with  the  intra- 
state rates,  viz.,  the  Galveston,  Harrisburg  &  San  Antonio 
Railway  (Houston,  Texas,  and  west),  the  rates  currently 
in  effect  from  St.  Louis  are  as  shown  in  Table  13. 

TABLE  13 

Adjustment  of  Rates  from  St,  Louis  to  Points  in  Texas 
Differential  Territory 


Between 

St.    Louis,    Mo., 

and 


Chaney  Jet.  to 
San    Antonio 


Macdona 
Lacoste    . 
Noonan     . 
Dunlay  .  .  . 
Hondo    . .  . 

Soco    

Uvalde  .  .  . 
Spofford  .  . 
Feeley  . .  . 
Lozier  .  .  . 
Feodora  . . 
Sanderson 
Strobel  .  . 
Quebec  .  . , 
Dahlberg  , 
Toreer  .  .  , 
Fabens  . . 
El  Paso. . 


Rates  in 

Cents  per 

100 

Pol- 

NDS 

1 

2   8 

Classes  l 
4   5   A 

B 

c 

D 

E 

147 

125  104 

96  75   70 

70 

5.8 

46 

39 

3 
3 
3 

5 
10 
12 
22 
37 
37 
37 
37 
:17 
37 


a 
3 
3 

3 
3 
5 
10 
12 
20 
30 
30 
30 
30 
30 
30 
30 


3 

3 
3 
3 
3 
5 

10 
14 
24 
32 
32 
32 
32 
32 
32 


3 
3 
3 
3 
3 
5 

10 
15 
26 
31 
31 
31 
31 
31 
31 


13  18  20  11 


2  2 
2  2 
2  2 
2  2 
2  2 
2  3 
7 
10 
16 
21 
21 
21 
21 
21 
21 
21 
'  1 
10 


o 

9 

16 

21 
21 
21 
21 
21 
21 
21 


2 
2 

2 
o 
2 
o 

5 
9 
15 
20 
20 
20 
20 
20 
20 
20 
20 
11 


2 
2 

2 

2 

o 
o 

5 
5 
10 
15 
15 
15 
15 
15 
15 
15 
15 
5 


o 

2 

o 

2 

2 

2 

5 

5 

10 

15 

15 

15 

15 

15 

15 

15 

15 

5 


2 

2 

2 

2 

5 

5 

10 

15 

15 

15 

IS 

15 

15 

15 

15 

5 


Remarks 


Over    San 
Antonio  rates 


1  Governed  by  the  Western  Classification. 


72         FREIGHT  RATES— WESTERN  TERRITORY 

8.  All-Rail  Rates  to  Texas  from  Seaboard  Territory 

Except  from  points  in  the  state  of  Virginia  and  from 
Atlantic  Coast  points  south  of  the  state  of  Virginia, 
rates  are  made  only  on  a  combination  of  local  rates 
through  Cincinnati,  Ohio,  Jeffersonville,  New  Albany,  and 
Evansville,  Ind.,  Alton,  Cairo,  East  Cape  Girardeau,  East 
Ft.  Madison,  East  Gray's  Point,  East  Hannibal,  East  St. 
Louis,  Gale,  Rock  Island,  and  Thebes,  111.,  Chaffee,  and 
Hannibal,  Mo.,  Columbus,  Ky.,  Memphis,  Tenn.,  and  New 
Orleans,  La.  Except  on  apples  the  combination  rates  are 
not  restricted  to  the  above  gateways,  and  may  therefore 
be  constructed  on  any  all-rail  combination. 


CHAPTER  V 
bates  via  water  carriers 

1.  Established  Lines 

The  bulk  of  traffic  from  New  England  and  Trunk  Line 
territories  to  Texas  points,  as  well  as  that  originating  in 
Seaboard  Territory,  moves  by  way  of  the  ports  of  New 
York  and  Philadelphia  and  thence  via  water  to  the  ports 
of  Galveston,  Texas  City,  and  New  Orleans,  being  con- 
fined to  a  great  extent  to  two  lines  of  steamers. 

These  two  lines  are  the  Morgan  Line,  which  is  a  sub- 
sidiary of  the  Southern  Pacific  Company,  and  the  Mallory 
Line,  which  is  closely  affiliated  with  the  Santa  Fe  Railway 
System.    They  are  known  as  the  established  lines. 

2.  Equipment 

The  investment  in  the  equipment  of  these  water  lines 
represents  an  enormous  sum  and  indicates  the  desirabil- 
ity of  this  traffic.  The  equipment  of  the  Morgan  Line, 
at  present,  is  composed  of  eight  combination  passenger 
and  freight  steamers  and  fifteen  freight  steamers ;  while 
at  the  ports  numerous  tugs,  steam  lighters,  barges,  and 
car  floats  are  necessary  to  the  conduct  of  this  business. 

73 


74 


FREIGHT  RATES— WESTERN  TERRITORY 


The  fleet  of  the  Morgan  Line,  at  this  time,  is  composed 
of  the  following:  vessels : 


Ocean 
Steamships 


Gross 
Tonnage 


Length 


Hill 


Passenger  and 
Freight 


Freight 


Antilles    6,878 

Breakwater    1,065 

Chalmette  3,205 

Comus    4,828 

Creole    6,754 

Excelsior     3,542 

Momus     6,878 

Proteus    4,836 

'El  Alba   4,614 

El  Cid    4,608 

El  Dia    4,614 

El  Mar    3,531 

El  Monte    3,531 

El  Mundo   6,008 

El  Norte    4,604 

El  Occidente    ...  6,008.44 

El  Oriente    6,008.44 

El  Paso   3,531 

El  Rio   4,604 

El  Siglo    4,616 

El  Sol    6,008 

El  Sud     4,572 

El  Valle    4,605 


441'  3" 

Steel 

201'  0" 

Iron 

337'  0" 

•' 

405'  0" 

Steel 

440'  6" 

it 

330'  0" 

Iron 

441'  3" 

Steel 

405'  0" 

(& 

405'  0" 

Steel 

405'  0" 

U 

405' 0" 

(t 

351' 0" 

Iron 

351' 0" 

(4 

420'  IV 

Steel 

405'  0" 

u 

430' iy2" 

it 

430' 0" 

u 

351'  0" 

Iron 

405'  0" 

Steel 

405'  0" 

U 

430' 1  V 

a 

405'  0" 

u 

405'  0" 

u 

The  Mallory  Line  has  a  fleet  of  twelve  vessels,  which 
contrast  favorably  with  those  of  the  Morgan  Line. 


3.  Service 

The  service  given  by  these  lines  compares  very  favor- 
ably with  the  best  service  afforded  by  the  all-rail  lines. 
This  is  due  to  the  fact  that  shipments  for  long  distances 
are  handled  much  more  expeditiously  via  water  than  via 
rail,  because  the  numerous  junction  points,  railroad  ter- 
minals, and  clearing  yards  frequently  hamper  the  prompt 
movement  of  freight  via  rail  lines,  whereas  via  the  water 


INTERSTATE  TEXAS  RATES  75 

carriers  the  business  is  handled  from  port  to  port ;  in  the 
case  of  a  shipment  moving  from  New  York  to  Galveston, 
a  distance  of  over  2,000  miles  is  covered  in  from  five  to 
seven  days. 

Upon  arrival  at  the  docks,  the  steamer  discharges  the 
cargo  into  cars  placed  ready  for  loading,  many  of  which 
are  loaded  solid  to  destination  and  may  therefore  be 
handled  with  the  utmost  dispatch.  Indeed,  via  this  route 
a  movement  of  freight  to  the  Pacific  coast  in  ten  days 
is  not  uncommon. 

The  Morgan  Line  has  three  sailings  weekly,  in  both 
directions,  between  New  York  and  Galveston,  with  an 
aggregate  minimum  weekly  service  of  ten  vessels,  while 
the  Mallory  Line  has  a  semi-weekly  service  in  both 
directions. 

4.  Competitive  Territory 

In  addition  to  competing  with  the  rail  lines  for  the 
traffic  adjacent  to  the  Mexican  Gulf  ports,  the  Morgan 
and  Mallory  lines,  with  their  water,  rail-and-water,  or 
rail  connections,  compete  for  traffic  destined  to  or  coming 
from  points  in  Mississippi,  Arkansas,  Oklahoma,  Mis- 
souri, Kansas,  Louisiana,  Colorado,  Utah,  New  Mexico, 
Arizona,  California,  Oregon,  Central  and  South  America, 
Hawaiian  Islands,  Philippine  Islands,  China,  Japan,  and 
Australia. 

They  actively  compete  with  the  all-water  routes  to  the 
trans-Pacific  countries  via  the  Suez  Canal  and  via  the 
Cape  of  Good  Hope,  while  to  ports  on  the  western  coa^t 
of  the  American  continent  they  are  in  active  competition 
with  the  water  routes  via  the  Isthmus  of  Tehauntepec  and 
Panama. 


76         FREIGHT  RATES— WESTERN  TERRITORY 

5.    JUKISDICTION  OF  THE  INTERSTATE  COMMERCE  COMMISSION 

While  on  traffic  either  originating  at  or  destined  to 
points  beyond  the  ports  of  call  of  the  established  lines, 
the  water  carriers  are  subject  to  the  requirements  of  the 
Act  To  Regulate  Commerce  and  are  required  by  the 
Interstate  Commerce  Commission  to  file  schedules  show- 
ing their  lawfully  established  rates  between  the  ports 
of  call,  they  are  exempted  from  the  provisions  of 
the  Act.  In  dealing  with  this  phase,  the  Act  To  Kegulate 
Commerce  stated  as  follows: 

While  restriction  and  control  are  essential  to  the  inland  carriers 
of  foreign  commerce,  the  ocean  carriers  of  such  commerce  should 
remain  unrestrained  and  free.  The  ocean  is  a  highway  free  to 
all.  No  franchise  is  needed  to  sail  the  seas,  nor  is  the  establish- 
ment of  a  line  of  ships  founded,  either  in  law  or  in  economics, 
upon  the  theory  of  a  highway-serving  monopoly  which  underlies 
the  relation  of  the  railroad  to  the  state.  It  may  well  be,  there- 
fore, that  without  regulation,  and  the  reason  of  natural  competi- 
tive conditions,  the  public  will  be  best  served,  and  in  the  end 
treated  more  equitably,  by  leaving  the  water  carriers  to  foreign 
lands  entirely  unhampered  by  legal  restrictions,  such  as  the 
people  of  this  and  other  lands  have  found  it  necessary  to  impose 
upon  the  railroads.1 

While  the  above  applies  in  connection  with  commerce 
destined  to  foreign  countries,  it  illustrates  in  a  measure 
a  few  of  the  conditions  surrounding  the  transportation 
of  property  by  water. 

In  defining  their  jurisdiction  over  water  carriers  of 
interstate  commerce,  the  Commission  stated  as  follows : 

Interstate  commerce  wholly  by  railroad  is  subject  to  the  Act ; 
wholly  by  water  not  subject ;  partly  by  water  and  partly  by  rail- 

i  Cosmopolitan  Shipping  Co.  v.  Hamburg- American  Packet  Co.,  13 
I.C.C,  266,  281. 

2  In  re  Jurisdiction  Over  Water  Carriers,  15  I.C.C.  205,  207. 


INTERSTATE  TEXAS  RATES  77 

road,  under  a  common  control,  management,  or  arrangement  for 
a  continuous  carriage  or  shipment,  is  subject  to  the  Act.2 

For  this  reason  the  port-to-port  rate  of  the  water 
carriers  has  never  been  filed  with  the  Interstate  Com- 
merce Commission. 

6.  Competition 

While  the  Commission  has  stated  that  water  trans- 
portation between  the  Atlantic  Seaboard  and  the  port 
of  Galveston  has  never  been  open  to  free  competition, 
competition  in  the  past  and  potential  competition  at  the 
present  time  compel  the  established  lines  to  maintain 
rates  on  what  is  a  relatively  low  basis,  considering  the 
distance  of  the  haul  and  the  nature  of  the  service. 
Further  than  this,  tramp  steamers  discharging  cargoes  at 
any  of  the  ports  may  be  chartered  by  individuals  to  take 
a  cargo  to  another  port  served  by  the  established  lines. 
Even  now  it  is  not  unusual  for  shipments  of  lumber,  rice, 
molasses,  sugar,  and  vegetables  to  be  forwarded  from 
southern  ports  via  schooners,  which  crafts  afford  the 
cheapest  water  transportation. 

7.  All- Water  Rates 

The  rates  currently  in  effect  from  New  York  to  Galves- 
ton, from  port  to  port,  via  the  established  lines  are  as 
follows : 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

63 

55 

48 

32 

36 

32 

27 

26 

26 

These  rates  are  governed  by  the  Western  Classification 
and  include  lighterage  from  points  within  the  lighterage 


78         FREIGHT  RATES— WESTERN  TERRITORY 

limits  of  New  York  harbor.     Some  of  the  representative 

commodity  rates  are: 

Rate* 
Nails,  Staples,  Wire  (iron  or  steel),  plain,  barbed,  painted, 
coppered,  tinned  or  galvanized;  Wire  Stays  and  Wire 
Strand,   straight  or  mixed  carloads,   minimum   weight 

36,000  pounds 15 

Pipe  (cast  iron),  Couplings  and  Connections,  carloads,  mini- 
mum weight  36,000  pounds. 

Outside  Diameter  15  inches  and  under 17 

Outside  Diameter  over  15  inches  but  not  over  17  inches. .   22 
Outside  Diameter  over  17  inches  and  under  20  inches.  ...   24 . 

Poultry  Food,  carloads,  minimum  weight  30,000  pounds 20 

Crockery,  Earthenware  and  Stoneware,  carloads,  minimum 

weight  24,000  pounds 25 

Cotton  Piece  Goods,  straight  carloads,  minimum  weight  20,000 

pounds  40 

Cotton  Piece  Goods,  L.C.L 55 

Canned  Goods,  viz : 

Fish,  Vegetables,  Fruits,  Soups,  Hominy,  Pork  and 
Beans,  Oysters  (pickled  or  cove),  Sauer  Kraut,  and 
Canned  Meats,  Clam  Broth,  Clam  Juice,  Peanut  But- 
ter, Preserves,  Jams,  Jellies,  Catsup,  Oyster  Cock- 
tails, Chili  Sauce,  in  glass,  boxed,  straight  or  mixed 
carloads  or  in  mixed  carloads,  with  same  articles  in 

tin,  boxed,  minimum  weight  30,000  pounds 

or 
Preserves,  in  wooden  or  stone  packages;  Mince  Meat, 
straight  or  mixed  carloads  or  in  mixed  carloads  with 
Preserves,  in  tin,  boxed,  or  in  glass,  Jelly  and  Fruit 
Butter,  carloads,  minimum  weight  30,000  pounds ...  20 
Cigars,  in  cases,  corded,  sealed  and  strapped,  any  quantity. .   69 
Compare  these  rates  with  those  applying  from  Chicago, 
St.   Louis,   Milwaukee,   and  other  interior  points   and 
observe  the  disadvantage  to  which  merchants  at  those 
points  are  placed  by  virtue  of  the  water  service  available 
from  the  seaboard. 

*  In  cents  per  100  pounds. 


INTERSTATE  TEXAS  RATES  79 

As  was  stated  in  the  preceding  chapter,  from  St.  Louis 
and  other  inland  defined  territories  the  Texas  Common 
Point  adjustment  of  rates  is  applied  to  Galveston  and 
Houston.  The  rates  from  Chicago  to  the  Common 
Points  are  $1.67,  first  class.  This  rate,  as  may  be  ob- 
served, is  higher  than  the  all-rail  rates  to  New  York  plus 
the  water  rate  from  that  point  to  Galveston,  which  route 
affords  a  combination  rate  of  $1.50. 

As  low  as  these  port-to-port  rates  are  at  present,  it  has 
been  necessary  in  the  past  for  the  established  lines  to 
reduce  them  to  a  great  extent  in  order  to  meet  inde- 
pendent line  competition,  which  crops  out  from  time  to 
time.  These  rates,  however,  considering  the  amount  of 
capital  invested,  the  cost  of  service  at  the  terminals,  and 
the  cost  of  operation  upon  the  high  seas,  yield  the  estab- 
lished lines  but  a  fair  return  upon  the  investment. 

8.  Interstate  Rates 

The  interstate  rates  to  interior  points  within  the  state 
of  Texas  from  New  York  and  other  points  in  Atlantic 
Seaboard  Territory  are  made  by  combining  the  rates  to 
the  port  with  those  established  by  the  Texas  Railroad 
Commission  applying  from  the  ports.  As  will  be  recalled, 
the  rates  to  Houston,  Tex.,  from  New  York,  N.  Y.,  are 
made  as  follows: 

Classes    1  2  3  4  5  A  B  C  D  E 

From  New  York,  N.  Y., 

to  Galveston,  Tex... 75  63  55  48  32  36  32  27  26  26 

Differentials    7  6  5  3  3  3  3  2  2  2 

Through  rates  to 

Houston,  Tex 82     69    60    51     35     39    35     29     28    28 

It  may  be  remarked  here  that  while  the  rates  between 
the  ports  are  governed  by  the  Western  Classification 


\ 


80         FREIGHT  RATES— WESTERN  TERRITORY 

and  those  applying  within  the  state  of  Texas  are  governed 
by  the  Texas  Classification,  there  is  no  difficulty  experi- 
enced in  harmonizing  or  combining  the  two  sets  of  rates, 
for  the  number  and  designation  of  the  class  divisions, 
as  well  as  the  ratings  accorded  most  of  the  articles, 
correspond  in  each  of  these  classifications: 

(a)  Rates  from  Interior  Seaboard  Points 

The  preceding  section  dealt  with  the  construction  of 
rates  from  New  York,  to  Houston.  The  scale  of  rates  so 
established  is  not  applied  from  all  Seaboard  Territory, 
but  is  used  as  a  basis  upon  which  to  build  the  general 
adjustment  that  is  applied  over  practically  all  of  Trunk 
Line  Territory. 

Taking  their  New  York  rates  as  the  basis,  the  water 
lines  establish  rates  from  interior  originating  points  by 
adding  an  agreed  scale  of  differentials  to  these  rates, 


this  scale  being : 

1       2       3 

4 

5     A 

V, 

c 

D 

E 

Differentials 

...15     12     10 

9 

8       8 

s 

8 

8 

8 

This  would  make  the  rates  to  Galveston  and  Houston 
as  follows: 

Classes    1      2      3      4      5    A      B     C     D      E 

Rates  to  Galveston 00    75    65    51    40    44     40    35    34    34 

Rates  to  Houston 97     81     70     60    43     47     43     37     36    36 

Out  of  the  rates  so  established,  the  water  carriers 
absorb  (or  pay)  the  rail  charges  up  to  their  docks.  The 
maximum  rail  rate  in  this  territory  is  in  the  neighbor- 
hood of  35  cents,  first  class.    This  allows  the  water  lines 


INTERSTATE  TEXAS  RATES  81 

and  their  rail  connections  south  of  New  York  40  cents  first 
class  as  their  proportion  on  first-class  traffic.  By  means  of 
this  adjustment,  however,  they  are  able  to  attract  an 
immense  amount  of  traffic  from  interior  points  to  their 
route.  In  fact,  shippers  as  far  west  as  Cincinnati  and 
Chicago  can  at  times  figure  combinations  by  way  of  this 
route  which  are  considerably  less  than  the  rates  via  the 
shorter  and  more  direct  all-rail  lines. 

(b)  Rates  to  and  from  Interior  Texas  Points 

In  Chapter  II,  in  connection  with  the  application  of 
the  rates  prescribed  by  the  Railroad  Commission  of  Texas 
in  Common  Point  and  Differential  territories,  the  line 
of  the  Galveston,  Harrisburg  &  San  Antonio  Railway 
was  used  to  make  the  illustration.  Taking  the  same  line 
of  railway  and  adding  the  rates  from  New  York  and 
from  Seaboard  Territory  to  the  rates  shown  as  applying 
locally  from  Houston,  there  will  be  produced  the  rates 
which  are  currently  in  effect  from  New  York  and  from 
Seaboard  Territory  to  such  interior  points  in  the  state 
of  Texas. 

To  illustrate  further  the  effect  of  this  Gulf  water 
competition,  take  the  route  northeast  from  Galveston  via 
the  International  &  Great  Northern  Railway  and  via  the 
Texas  &  Pacific  Railway  to  Texarkana.  The  more 
important  points  on  this  route  are  shown  in  Table  14, 
in  which  is  given  the  distance  of  the  points  from  Houston 
as  well  as  from  St.  Louis. 


82         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  14 
Rates  from  New  York  to  Interior  Points 


o 

W 

o 
o 

a 

o 
in 


D 
3 


Fbom  New  York 
To  the  Follow- 
ing Points  in 
Texas 


816  Houston3     

5  811  Cross  Timbers2 

13  803  Aldine2    

24  792  Spring2     

30  786  Tamina2    

36  780  Grand  Lake2    . 

39  777  Conroe2    

47  769  Willis2     

52  764  Esperanza2     .  . 

55  761  New  Waverly2 

61  755  Kellys2    

67  749  Phelps2     

71  745  Dodge2    

79  737  Riverside2     .' . . 

86  730  Trinity2    

95  721  Red  Branch2    . 

100  716  Lovelady2     .  .  . 

Ill  705  Cut2     

113  703  Crockett2    

120  696  Latexo2 

126  690  Grapeland2     .  . 

1321  683|  Salmon2     

138 \  6771  Elkhart2    

143  673  Cronin2   

151  665  Palestine2     . .  . 

178  638  Jacksonville2    . 

196  620  Troup2     

210  606  Overton2     

232  584  Longview3 

245  561  Marshall9 

271  645  Jefferson* 

280  536  Lodi8 

285  531  KUldare6  

290  526  Bivlns8  

298  518  Atlanta8  

301  515  Queen  City8  .  . 

314  502  Sulphur8 

322  494  Texarkana8  . . 


105 
107 
110 
113 
115 
116 
118 
120 
121 
123 
125 
126 
129 
131 
134 
136 
138 
140 
143 
144 
140 
146 
148 
150 
155 
162 
164 
1G9 
172 
172 
172 
172 
172 
172 
172 
172 


Rates  in  Cents  per  100  Pounds 


Classes  l 


o      9 


4   5   A   B 


D   E 


85 
86 
89 
92 
94 
95 
97 
99 
100 
101 
103 
104 
107 
109 
112 
114 
116 
118 
120 
121 
123 
123 
125 
127 
131 
138 
139 
143 
145 
145 
145 
145 
145 
145 
145 
145 


70 

72 

74 

77 

79 

80 

82 

84 

85 

86 

88 

89 

92 

94 

96 

98 

100 

101 

103 

104 

105 

105 

107 

109 

112 

118 

119 

120 

120 

120 

120 

120 

120 

120 

120 

120 


59 

61 

63 

66 

68 

69 

71 

73 

74 

75 

77 

78 

81 

82 

84 

86 

88 

90 

92 

93 

94 

94 

96 

98 

101 

107 

108 

109 

109 

109 

109 

109 

109 

109 

109 

109 


46  52 

47  53 
50  56 
53  59 

55  61 

56  62 

57  63 

58  64 

59  65 

60  66 

61  67 
61  67 

63  69 

64  70 

65  71 

66  72 

67  73 

68  74 
70  76 
70  76 
71 


71 
72 
73 


77 
78 
79 


76  82 

79  85 

80  86 

83  89 

84  91 
84  91 
84  91 
84  91 
84  91 
84  91 
S4  91 
84  91 


46  38 

46  38 

49  40 
52  43 
54  44 

54  44 

55  45 

50  46 

57  47 

58  48 

59  49 
59  49 

61  51 

62  52 

63  53 

64  54 

65  55 

66  56 
68  58 

68  58 

69  59 

69  59 

70  59 

71  60 
74  62 

77  64 

78  65 

79  66 

80  67 
80  67 
80  67 
80  67 
80  67 
80  67 
80  87 
SO  67 


37 
37 
38 
40 
41 
41 


49 
49 
50 
50 
51 
51 
51 


36 
36 
37 
38 
39 
39 


42  40 

43  41 

44  41 

45  42 
45  42 

45  42 

46  43 

47  44 

48  45 
48  45 


46 
46 

-17 
47 
48 
48 
48 


51.  48 

52  48 

54  4"9 

54  49 


55 
55 
55 
55 


49 
49 
49 
49 


55  49 

55  49 

55  49 

55  49 

55  49 


1  Governed  by  the  Western  Classification. 

2  International  &  Great  Northern  Railway. 

3  Texas  &  Pacific  Railway. 


INTERSTATE  TEXAS  RATES  83 

The  rates  in  Table  14  are  made  by  adding  to  the 
established  Gulf-line  rate  to  Houston  the  scale  of  rates 
authorized  by  the  Railroad  Commission  of  Texas  for  the 
distance  that  the  point  is  from  Houston;  for  example: 

Classes    1      2      3      4      5     A      B     C     D      E 

From     New     York     to 

Galveston    75     63     55     48     32     36     32     27     26    26 

Houston  arbitraries...  7653333222 
From     Houston     to 

Lovelady  (100  mi.)  .44  41  38  35  26  27  24  21  16  13 

Through  rates 126  110  98  S6  61  66  59  50  44  41 

A  comparison  of  this  scale  with  that  shown  in  Table 
14  indicates  that  the  published  rates  (through)  are  ten 
cents  higher  on  first  class,  four  cents  higher  on  second, 
five  cents  higher  on  fifth,  six  cents  higher  on  A,  five  cents 
higher  on  B,  four  cents  higher  on  C,  four  cents  higher  on 
D,  and  four  cents  higher  on  E.  This  was  brought  about 
by  the  general  advance  in  1908  and  while  the  rail  carriers 
were  ordered  to  reduce  their  rates  to  those  previously 
in  effect,  the  water  carriers  have  perpetuated  the  1908 
contemplated  advance  on  some  of  the  classes.  Accord- 
ingly, it  may  be  stated  that  the  present  adjustment  is 
based  on  a  scale  from  New  York  to  Houston  of  the 
following  figures: 

Classes    1      2      3      4      5     A      B      C     D      E 

Rates 92    73    60    51    40    45    40    33    32    32 

Following  this  line  further  from  Houston  until  Com- 
mon Point  Territory  is  reached  (Marshall,  Tex.),  rates 
are  made  by  the  water  lines  in  the  following  manner : 

Classes 1      2      3      4      5    A      B     C     D     E 

St.  Louis  rates 147  125  104     96     75     79     70     58     46    40 

Differentials    25    20     16    13      9     12    10      9      9      9 

Through  rates  from 
New  York  to  Mar- 
shall  172  145  120  109    S4    91    80    67    55    49 


84         FREIGHT  RATES— WESTERN  TERRITORY 

(c)  Rates  from  Interior  Seaboard  Territory  to 
Interior  Texas  Points 

The  rates  from  interior  points  in  Seaboard  Territory 
are  made  by  adding  the  same  scale  of  differentials  to  the 
New  York  rate  as  was  employed  in  the  case  of  Galveston 
and  Houston,  viz. : 

Classes    1      2      3      4      5    A      B      C     D     E 

Differentials    15    12    10      9      8      S      8      S      S      8 

In  the  use  of  this  scale,  however,  the  New  York-Texas 
Common  Point  scale  is  not  exceeded;  for  illustration, 
the  rates  from  Seaboard  Territory  to  Long  View  are : 

Classes  1   2   3   4   5  A   B  C  D  E 

Rates  172  145  120  109  S4  91  80  67  55  49 

In  other  words,  this  scale  of  differentials  is  added  to  the 
New  York  rates  to  make  rates  from  Seaboard  Territory 
only  when  a  lower  rate  is  obtained  by  its  use  than  that 
applicable  to  Texas  Common  Points. 

9.  Texas  Differential  Territory 

Through  rates  from  New  York  and  Atlantic  Seaboard 
Territory  to  points  in  Texas  Differential  Territory  are 
made  by  deducting  the  authorized  differentials  conceded 
to  the  Gulf  lines  from  the  St.  Louis-Texas  Common 
Point  rates  and  then  adding  to  these  rates  the  differ- 
entials prescribed  by  the  Railroad  Commission  of  Texas 
for  the  distance  involved,  combinations  through  Houston 
being  observed  as  maxima.  A  combination  of  the  rates 
shown  in  Table  6  with  the  rates  applicable  from  New 
York  to  Houston  gives  the  rates  that  are  currently  in 
effect  from  New  York  and  Atlantic  Seaboard  Territory 
to  stations  on  the  Galveston,  Harrisburg  &  San  Antonio 
Railway. 


INTERSTATE  TEXAS  RATES  85 

10.  Commodity  Rates 

Commodity  rates  from  and  to  Texas  are  established 
in  the  same  manner  as  that  employed  in  connection  with 
the  establishment  of  class  rates,  viz.,  the  combination  of 
rates  authorized  by  the  Railroad  Commission  of  Texas 
with  the  rates  published  by  the  established  lines  to  the 
Gulf  ports. 

While  the  Railroad  Commission  of  Texas  has  ade- 
quately provided  commodity  tariffs  for  practically  all  of 
the  natural  products  of  the  state  on  southbound  traffic, 
many  manufactured  and  other  articles  are  not  provided 
with  commodity  rates  within  the  state.  In  such  instances, 
rates  are  made  by  using  the  commodity  rate  of  the  Gulf 
lines  between  the  ports  plus  the  class  arbitrary  beyond. 
The  proper  class  arbitrary  to  apply  is  determined  by  a 
reference  to  the  classification. 


CHAPTER  VI 
rates  to  and  from  arkansas  junction  points 

1.  Intrastate  Rates 

The  rates  applying  between  points  within  the  state  of 
Arkansas,  shown  in  Table  15,  were  prescribed  by  the 
Railroad  Commission  of  Arkansas  on  or  about  April  10, 
1900.  The  court  ordered  all  carriers  operating  within 
the  state  to  adjust  their  schedules  to  conform  with  this 
scale.  For  the  most  part,  this  schedule  made  material 
reductions  in  the  existing  local  rates,  although  in  a  few 
instances  rates  were  increased.  Notwithstanding  this, 
however,  the  carriers  adopted  this  schedule  without  con- 
test, with  the  exception  of  a  few  who  reserved  their  right 
to  contest  the  authority  of  the  Railroad  Commission  of 
Arkansas  to  prescribe  the  charges. 

What  has  been  previously  stated  with  reference  to 
Texas  traffic  is,  in  the  main,  true  in  so  far  as  Arkansas  is 
concerned.  The  characteristics  of  the  traffic,  its  volume, 
distribution,  and  movement  resemble  closely  that  to  and 
from  the  state  of  Texas,  although  perhaps  the  manu- 
facturers '  industry  is  engaged  in  to  a  greater  extent 
in  the  state  of  Texas  than  in  Arkansas.  Thus,  the  people 
of  the  latter  state  rely  to  a  somewhat  greater  extent 
upon  the  Central  West  and  Middle  West  for  their  manu- 
factured products  than  is  the  case  with  regard  to  the 
inhabitants  of  the  Lone  Star  State. 

86 


ARKANSAS  JUNCTION  POINT  RATES 


87 


TABLE  15 
Arkansas  Distance  Schedule  (Court  Tariff)1 


Distances 


5 

10 

15 

20 

25 

30 

35 

40 

45 

50 

55 

60 

65 

70 

75 

80 

85 

90 

95 

100 

110 

120 

130 

140 

150 

160 

170 

180 

190 

200 

210 

220 

230 

240 

250 

260 

270 

280 

290 

300 

320 

340 

360 

380 

400 


miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 
miles 


and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 

and 


under 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 

over 


5 
10 
15 
20 


30 

35 
40 
45 
50 
55 
60 
65 
70 
75 
80 
85 
90 
95 
100 


Rates  in  Cents  per  100  Pounds 


over  110  

over  120  

over  130  

over  140  

over  150  

over  160  

over  170  

over  180  

over  190  

over  200  

over  210  

over  220  

over  230  

over  240  

over  250  

over  260  

over  270  

over  280  

over  290  

over  300  

over  320  

over  340  

over  360  

over  380  100 


Classes  2 

1 

•> 

3 

4 

5 

A 

B 

C 

D 

E 

IS 

15 

13 

10 

8 

9 

7 

5 

5 

4 

21 

18 

15 

12 

10 

10 

8 

6 

5 

5 

25 

21 

18 

14 

11 

12 

10 

7 

6 

6 

26 

23 

19 

15 

12 

13 

11 

8 

7 

6 

28 

24 

20 

16 

13 

14 

11 

8 

7 

6 

30 

26 

21 

17 

14 

14 

12 

9 

8 

7 

32 

27 

23 

18 

14 

15 

13 

9 

8 

7 

35 

30 

25 

20 

16 

17 

14 

10 

9 

8 

37 

32 

26 

21 

17 

18 

15 

11 

9 

8 

39 

33 

28 

22 

18 

19 

15 

11 

10 

9 

40 

35 

29 

23 

18 

20 

16 

12 

10 

9 

42 

36 

30 

24 

19 

20 

17 

12 

11 

10 

44 

38 

31 

25 

20 

21 

18 

13 

11 

10 

40 

39 

33 

26 

21 

22 

18 

13 

12 

10 

47 

41 

34 

27 

22 

23 

19 

14 

12 

11 

49 

42 

35 

28 

22 

24 

20 

14 

13 

11 

51 

44 

36 

29 

23 

25 

20 

15 

13 

12 

53 

45 

38 

30 

24 

26 

21 

15 

14 

12 

54 

47 

39 

31 

25 

26 

22 

16 

14 

12" 

56 

48 

40 

32 

26 

27 

22 

16 

14 

13 

56 

48 

42 

32 

26 

27 

22 

17 

14 

13 

58 

50 

44 

33 

26 

28 

23 

17 

15 

13 

61 

53 

46 

35 

28 

30 

25 

18 

16 

14 

63 

55 

48 

36 

29 

31 

25 

19 

16 

14 

05 

57 

50 

37 

30 

31 

26 

20 

17 

15 

67 

59 

52 

38 

30 

32 

27 

20 

17 

15 

69 

61 

54 

39 

31 

33 

27 

21 

18 

16 

71 

63 

55 

40 

32 

34 

28 

21 

18 

16 

73 

65 

56 

41 

33 

35 

29 

2'' 

18 

17 

75 

67 

57 

42 

34 

36 

29 

22 

19 

17 

77 

6S 

58 

43 

34 

37 

30 

23 

19 

17 

79 

69 

58 

43 

34 

37 

30 

—  U 

20 

17 

81 

70 

59 

44 

35 

37 

31 

24 

20 

IS 

83 

71 

59 

44 

35 

27 

31 

24 

21 

IS 

85 

72 

60 

45 

36 

•38 

32 

25 

21 

IS 

86 

73 

60 

45 

36 

38 

32 

25 

22 

18 

87 

74 

61 

46 

37 

39 

32 

26 

oo 

18 

88 

75 

61 

46 

37 

39 

32 

26 

23 

18 

89 

76 

62 

47 

38 

40 

33 

27 

23 

19 

90 

77 

62 

47 

38 

40 

33 

27 

24 

19 

92 

78 

63 

48 

38 

41 

34 

28 

24 

19 

94 

79 

64 

49 

39 

42 

34 

28 

24 

20 

96 

80 

65 

50 

40 

43 

35 

29 

24 

20 

OS 

81 

66 

51 

41 

43 

36 

29 

25 

20 

LOO 

82 

07 

52 

42 

44 

36 

30 

25 

21 

T  The  ratio  of  charge  per  mile  decreases  as  distance  increases. 
''  Governed  by  the  Western  Classification. 


88         FREIGHT  RATES— WESTERN  TERRITORY 
Class  and  Commodity  Rates — Two  Lines 

(a)  Through  joint  rates  for  the  transportation  of  shipments 
over  two  lines  of  railroad  which  are  not  under  the  same  manage- 
ment and  control,  and  not  otherwise  provided  for,  shall  be  made 
by  adding  to  the  rates  prescribed  herein,  for  single  line  or  con- 
tinuous mileage,  the  following  figures  (differentials)  : 

Classes    1       2      3      4       5     A       B      C     D      E 

Differentials    10      876554433 

Maximum  Two-Line  Rates 

fb)  When  the  sum  of  the  rates  prescribed  for  local  application 
is  less  than  the  through  joint  rate  made  in  accordance  with  above 
instructions,  such  sum  of  rates  shall  be  used  as  the  joint  rate. 

(c)  The  through  joint  rate  for  distances  300  miles  or  less  shall 
not  exceed  single  line  rates  for  300  miles.  The  through  joint 
rates  for  distances  greater  than  300  miles  shall  be  the  single  line 
or  continuous  mileage  rate  for  the  actual  distance. 

Class  Rates — Three  Lines  or  More 

(d)  Through  joint  rates  for  the  transportation  of  shipments 
of  merchandise  by  classes,  over  three  or  more  lines  of  railroad, 
which  are  not  under  the  same  management  and  control,  and  not 
otherwise  provided  for,  shall  be  determined  by  adding  together 
the  charges  on  the  several  railroads,  or  parts  of  railroads,  as 
prescribed  herein  for  the  respective  distances  such  class  mer- 
chandise is  carried  over  each  line,  and  deducting  from  the  sum 
10  per  cent,  provided,  that  the  through  rate  thus  ascertained 
shall  in  no  cases  exceed  the  following  figures : 

Classes    1      2      3      4      5    A      B      C     D     E 

Rates  102  92  79  53  43  45  37  31  27  22 

Table  15  provides  local  as  well  as  joint  rates  for  routes 
composed  of  two  or  more  lines.  In  actual  practice,  how- 
ever, the  joint  routes  are  sometimes  compelled  to  meet 
the  local  rates  when  the  distance  via  the  single  line  is 
less  than  that  of  the  joint  route. 


ARKANSAS  JUNCTION  POINT  RATES 


89 


In  addition  to  prescribing  the  class  rates,  the  Commis- 
sion of  Arkansas  likewise  established  a  maximum  scale 
of  charges  for  certain  commodities.  In  Table  16  are 
shown  some  of  these  commodities  with  the  rates  applic- 
able for  selected  distances. 


TABLE  16 
Commodity  Rates  Applying  in  Arkansas  ! 


Miles 

Apples    & 

Vegetables 

Canned  Goods 

Com. 

Oats.  Etc. 

Sugar. 

Rice.    Etc. 

C.  L. 

L.  C.  L. 

C.  L.         L.  C.  L. 

C.  L. 

L.  C.  L. 

C.  L. 

l:c.  l. 

5 

5 

10 

5                10 

5 

10 

8 

10 

20 

8 

13 

8               13 

5 

12 

9 

13 

40 

10 

17 

10               18 

6 

16 

10 

16 

100 

16 

27 

16                28 

10 

26 

14 

26 

200 

22 

36 

22               36 

13 

34 

20 

34 

400  and  over 

30 

44 

30               52 

17 

42 

29 

42 

1  Court  Tariff,  Circuit  Court  of  the  United  States. 


2.  Interstate  Rates 


The  plan  followed  in  publishing  interstate  rates  to 
points  within  the  state  of  Arkansas  strongly  resembles 
the  basing-point  system  used  in  Southeastern  Territory, 
the  junction  points  throughout  the  state  being  singled  out 
and  rates  published  to  these  points  from  the  various 
basing  centers. 

However,  the  rates  are  not  blanketed  over  the  entire 
state,  as  in  the  case  of  the  Texas  Common  Point  adjust- 
ment, but  are  graded  on  a  mileage  basis. 

The  locations  of  some  of  the  basing  centers,  such  as 
Memphis,  St.  Louis,  and  Kansas  City,  and  the  disparity 
in  the  distances  have  resulted  in  rates  from  such  points 
which  are  made  without  any  fixed  relation  to  each  other. 

The  rates  to  the  more  important  Arkansas  Junction 
Points  are  shown  in  Table  17. 


90         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  17 

Class  Rates  from  St.  Louis  Territory  to  Arkansas 
Junction  Points 


From 

Rates 

IN    < 

CUSTTS 

PER 

100  Pounds 

St.    Louis    Tekritort 
To 

1 

2 

3 

4 

Classes  1 
5          A 

B 

C 

D 

F 

Little  Rock               

100 
110 

111 

81 

100 

120 

120 

100 

125 

115 

130 

115 

90 

135 

81 

95 

81 

95 

125 

116 

118 

91 

81 

90 

120 

120 

96 

127 

120 

127 

85 
95 

93 

68 

85 

107 

105 

85 

105 

100 

111 

100 

71 

116 

68 

80 

68 

76 

114 

97 

103 

75 

68 

71 

105 

105 

82 

111 

102 

111 

65 

73 

74 
54 
65 
91 
85 
65 
89 
80 
93 
80 
56 
93 
54 
62 
54 
62 
100 
78 
83 
58 
54 
56 
85 
85 
64 
96 
86 
96 

49 

59 

54 
43 
49 
69 
67 
49 
06 
62 
71 
62 
45 
71 
43 
46 
43 
48 
83 
56 
67 
48 
43 
44 
67 
67 
49 
86 
64 
86 

37 

44 

42 
32 
37 
51 
50 
37 
53 
48 
53 
46 
34 
54 
32 
35 
32 
35 
64 
44 
49 
37 
32 
32 
50 
50 
37 
65 
52 
65 

39 

46 

46 
35 
39 
54 
52 
39 
54 
50 
56 
49 
38 
57 
35 
37 
35 
40 
68 
48 
51 
39 
35 
35 
52 
52 
39 
69 
54 
69 

32 

39 

38 
28 
32 
46 
45 
32 
46 
43 
48 
41 
32 
45 
28 
32 
28 
33 
54 
40 
44 
32 
28 
31 
45 
45 
32 
55 
44 
55 

27 

34 

34  " 

24 

27 

38 

40 

27 

37 

38 

38 

35 

27 

38 

24 

27 

24 

28 

45 

35 

39 

26 

24 

26 

40 

40 

27 

47 

36 

47 

23 

30 

29 
20 
23 
31 
36 
23 
31 
34 
32 
29 
23 
32 
20 
23 
20 
24 
40 
30 
35 
21 
20 
21 
36 
36 
23 
41 
30 
41 

IS 

Pine  Bluff 

Fort  Smith 

25 

2  3 

Blvtheville 

16 

18 

27, 

Centerville    

30 

18 

25 

28 

El  Dorado    

27 

Forrest  City 

24 
18 

2r, 

Jelks   

Jonesboro   

16 
18 
16 

Lexa    

McNeil    

19 
32 

24 

Mansfield    

Newport    

30 

17 

16 

Parkin                          

18 

30 

30 

Searcy  

Stamps   

Warren   

18 
34 

?A 

34 

1  Governed  by  the  Western  Classification. 

The  St.  Louis  Southwestern  Railway  operates  from 
the  northeastern  to  the  southwestern  extremity  of  the 
state.  Taking  in  their  order  the  more  important  points 
located  on  this  railway:  Paragould,  Jonesboro,  Brink- 
ley,  Pine  Bluff,  Fordyce,  Stamps,  and  Texarkana  (the 


ARKANSAS  JUNCTION  POINT  RATES  91 

last  point  being  located  on  the  Arkansas-Texas  state 
line),  a  gradual  increase  in  rates  is  observed. 

With  respect  to  the  jobbing  centers,  Memphis  is  the 
most  advantageously  located,  as  it  has  the  low  basis  of 
rates  from  the  northeastern  and  southeastern  states  and 
its  location  upon  the  Mississippi  River  affords  the  mer- 
chants at  that  point  a  cheap  means  of  water  transporta- 
tion from  such  points  as  Pittsburgh,  St.  Louis,  and  New 
Orleans. 

The  rates  from  Memphis  to  stations  in  Arkansas  are 
made  with  reference  to  the  rates  established  by  the  Rail- 
road Commission  of  Arkansas,  to  which  rates  are  added 
the  bridge  tolls  assessed  by  the  company  controlling  the 
bridge  at  Memphis,  Tenn.  Generally  speaking,  it  may 
be  stated  that  the  rates  between  Memphis,  Tenn.,  and 
points  in  Arkansas  are  certain  bridge  tolls  higher  than 
those  for  equal  distances  specified  in  the  Arkansas  Com- 
mission Schedule,  although  in  a  few  instances  rates  are 
higher  and  in  still  others  are  lower  than  this  combination. 

Specific  rates  to  Arkansas  Junction  Points  are  pub- 
lished from  Cairo  Territory,  Kansas  City  Territory, 
Omaha  Territory,  New  Orleans  Territory,  and  Memphis, 
Tenn.  The  last  named  point,  by  virtue  of  its  location, 
has  the  lowest  basis  of  rates  to  the  Arkansas  Junction 
Points.  The  rates  from  these  territories,  however,  are 
made  without  relation  to  each  other,  and  considering  the 
differences  in  the  lengths  of  the  hauls  involved,  it  is 
hard  to  see  how  a  relative  adjustment  could  be  arrived  at. 

Memphis,  Tenn.,  by  virtue  of  its  location  (being 
adjacent  to  the  state  and  but  forty-five  miles  distant  from 
the  nearest  junction  point),  has  rates  that  are  consider- 
ably less  than  those  from  any  of  the  other  territories. 

The  rates  from  the  various  territories  to  Little  Rock 


92         FREIGHT  RATES— WESTERN  TERRITORY 

and  Pine  Bluff  illustrate  the  disparity  in  the  rates  from 
the  basing  centers  and  will  suffice  for  the  purpose  of 
illustration,  These  rates,  in  cents  per  100  pounds,  are 
as  follows: 

Classes    1      2      3      4      5    A      B     G     D     E 

From  Memphis 70    60    45    36    27     29    22     18     15     12 

From  Cairo  Terri- 
tory      90    75     55    44     32    34     27     23     20     15 

From  New  Orleans 
Territory    100    85     65    49    37    39    32    27    23     18 

From  Kansas  City 
Territory  110     95     74     56     41     44     36     31     27     21 

From  Omaha  Terri- 
tory     130  113     89     69    51     55     46     39     34     28 

3.  Rates  to  Hot  Springs 

The  rates  to  Hot  Springs,  Ark.,  which  is  a  branch  line 
junction  point,  are  made  by  adding  the  following  scale 
of  arbitraries  to  the  rates  shown  from  the  above  points. 

Rates    1       2       3       4       5     A       B      C      D      E 

Arbitraries    35     31     28     22     17     18     13     11       9       7 

The  rates  from  Kansas  City  Territory  to  Hot  Springs 
are: 

Classes  1   2   3   4   5  A   B  C  D  E 

Kates  145  126  102  78  58  62  49  42  36  28 

These  rates  are  in  cents  per  100  pounds  and  are  gov- 
erned by  the  Western  Classification. 

4.  Rates  from  Defined  Territories 

As  was  the  case  in  the  Texas  Common  Point  adjust- 
ment, adjoining  territories  are  divided  into  groups,  which 
in  the  main  are  the  same  as  the  Texas  groupings.  The 
names  of  these  groups  and  the  differentials  used  to 
establish  through  rates  therefrom  are  shown  in  Table  18. 


ARKANSAS  JUNCTION  POINT  RATES 


93 


TABLE  18 

Differentials  to  be  Added  to  the  St.  Louis  Rates  to  .Make 
Through  Rates  to  Arkansas  Junction  Points 


To  Arkansas  Jct. 
Points   from   Fol- 
lowing Territories 


Davenport   

Nashville 

Des  Moines 

Louisville    

Macon    

Cincinnati   

Chicago    

Milwaukee 

St.   Paul    

Esthcrville    

Dayton-South  Bend. 
Detroit-Cleveland  .  . 
Pittsburgh   


Differentials  in  Cents  per  100  Pounds 


Classes  x 
4       5        A 


C      D 


B 


15.    12 

6       5 


9       7       4 

4       3       2 

18     14       8 


11 
11 


:> 
9 


20  10 

20  16 

20  10 

40  31 


6 

6 

12 

12 

12 


o 
5 

10 
10 
10 


24     20 


7 
7 

7 
15 


3 
10 
4 
4 
9 
9 
9 


4 
2 
8 
3 
8 
8 
8 
8 


1 
o 

8 
3 
7 
7 
7 
7 


8 
3 
6 
6 
6 
0 


50 
32 


41 

27 


40     35 


33 
20 
27     19 


27     19 
10     11 


1 
0 
o 

5 
5 
5 

K 

10 
13 


50     45      32     23 


16 
19 


10%  14  12  11 

21%  18  16  15 

11  10  10  10     10 

16  14  12  12     11 

20  16  16  16      15 


Remarks 


Over  St. 
Louis    Rates 


1  Governed  by  the  Western  Classification. 

In  many  cases  these  differentials  are  the  same  as  those 
applied  in  connection  with  Texas  traffic. 

5.  Rates  from  Seaboard  Territory 

All-rail  rates  from  Atlantic  Seaboard  Territory  (or 
Trunk  Line  and  New  England  territories  combined,  as  it 
is  designated  via  the  all-rail  lines),  are  made  on  the  basis 
of  the  lowest  combination,  that  is,  through  St.  Louis, 
Memphis,  or  the  Northern  Gateways. 

6.  Bates  Via  South  Atlantic  and  Gulf-Port  Lines 

On  traffic  from  Atlantic  Seaboard  Territory  via  the 
water  carriers  through  the  South  Atlantic  ports  or  Mexi- 
can Gulf  ports,  the  rail  lines  concede  a  differential  under 
the  rates  established  by  the  rail  lines  from  Boston,  New 
York,  Philadelphia,  and  Baltimore.  The  current  rates 
applying  from  these  cities  to  some  of  the  more  important 
Arkansas  Junction  Points  via  the  Atlantic  or  Gulf  porta 
are  reproduced  in  Table  19. 


94         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  19 

Class  Rates  from  Baltimore,  Bostox,  New  York,  and 
Philadelphia  Via  Atlantic  axd  Gulf  Ports  to 

Poixts  ix  Arkansas 


TO  THE 

From 

Rates   is 

Cents   feu   100  Pounds 

Following  Points 

Classes1 

rx  Ap.ka.xsas 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Baltimore.  .  . 

137 

113 

99 

76 

60 

05 

57 

51 

46 

41 

B  ■:. 

Boston 

14S 

123 

103 

79 

63 

68 

60 

55 

50 

47 

New  York.  .  . 

143 

119 

100 

78 

61 

66 

58 

53 

48 

43 

Philadelphia. 

120 

115 

100 

77 

61 

66 

58 

r2 

47 

42 

Baltimore.  .  . 

141 

123 

112 

Vi 

67 

71 

63 

54 

47 

42 

Can. 

152 

133 

116 

92 

70 

74 

66 

58 

51 

48 

Xevr  York .  . . 

147 

129 

113 

91 

68 

72 

64 

56 

40 

44 

Philadelphia . 

143 

125 

113 

90 

68 

72 

64 

55 

48 

i  9 

Baltimore.  . . 

146 

121 

110 

86 

69 

71 

63 

53 

47 

42 

Cro- 

Boston 

157 

131 

114 

89 

72 

74 

66 

57 

51 

48 

Xew  York.  .  . 

152 

127 

111 

88 

70 

72 

64 

55 

40 

44 

Philadelphia . 

14S 

123 

111 

87 

70 

72 

04 

54 

4S 

43 

Baltimore.  . . 

136 

116 

101 

82 

64 

67 

60 

54 

50 

45 

Dardanelle 

Boston 

147 

126 

105 

85 

67 

70 

63 

58 

54 

51 

Xew  York.  .  . 

142 

122 

102 

84 

65 

68 

61 

56 

52 

47 

Philadelphia. 

138 

118 

102 

83 

65 

68 

61 

55 

51 

46 

Baltimore.  .  . 

151 

12-« 

114 

91 

69 

73 

65 

54 

48 

44 

Ei  Dorado 

162 

137 

118 

94 

72 

76 

68 

58 

52 

50 

Xe^V  York .  .  . 

157 

133 

115 

93 

70 

74 

66 

56 

50 

40 

Philadelphia . 

1 53 

129 

115 

92 

70 

74 

06 

55 

49 

45 

Baltimore. . . 

136 

116 

101 

S2 

62 

66 

58 

51 

45 

41 

lyee 

147 

126 

105 

85 

65 

69 

61 

55 

49 

47 

New  York.  .  . 

142 

122 

102 

84 

63 

67 

59 

53 

47 

43 

Philadelphia. 

138 

118 

102 

83 

63 

67 

59 

52 

46 

42 

Baltimore.  . . 

131 

111 

96 

70 

60 

63 

56 

50 

48 

42 

Port  Smith 

142 

121 

100 

82 

63 

68 

59 

54 

50 

48 

New  York.  .  . 

137 

117 

97 

81 

61 

64 

57 

52 

48 

44 

Philadelphia . 

133 

113 

97 

80 

61 

61 

57 

51 

47 

43 

Baltimore.  .  . 

156 

132 

114 

91 

70 

74 

62 

54 

48 

42 

Uot  Springs 

Boston 

167 

142 

118 

94 

73 

77 

65 

58 

52 

4S 

Xew  York .  .  . 

162 

138 

115 

93 

71 

75 

63 

56 

50 

44 

Philadelphia. 

158 

134 

115 

92 

71 

75 

63 

55 

49 

43 

1  Governed  by  tbe  Western  Classification. 


CHAPTER  VII 
rates  to  and  from  points  in  oklahoma 

1.  Intrastate  Eat: 

The  conditions  that  obtain  in  the  adjustment  of  rates 
to  Arkansas  prevail,  to  a  great  extent,  in  the  adjustment 
used  in  establishing  rates  from,  to,  and  between  point? 
in  the  state  of  Oklahoma,  except  that  rates  are  published 
to  all  stations,  whether  local  or  junction  point-. 

Likewise,  the  Corporation  Commission  of  the  State  of 
Oklahoma  has  prescribed  a  scale  of  rates  on  both  class 
and  commodities  applicable  on  traffic  moving  within  the 
state,  these  rates  being  shown  in  Tables  20  and  21. 

TABLE  20 
sixgle-Lixe  Class  Rates 


Miles1 


Rates  i.v  Ce:«*ts  pep.  1        1    trsDS 


Class 
5  A 


B 


C 


D 


a 

10 
15 
20 
25 
30 
35 
40 
45 
50 
55 
60 
65 
70 
75 
80 
85 
90 
95 


13.0 
15.0 
17.0 
19.0 

2  - 
22.0 
23.5 
25.0 
26.5 
2S.0 
20.5 
31.0 
32.5 
34.0 
! 
37.0 

40.0 
41.5 


in.  8 

9.1 

7.0 

6.0 

~     "~ 

■"_► .  ■_' 

2.5 

12.4 

10.4 

8.2 

: 

6.7 

5.7 

4.0 

2.9 

14.0 

11.7 

9.4 

8.0 

7.7 

0.4 

" 

4.5 

3.3 

15.6 

13.0 

10.6 

9.0 

7.1 

6.0 

' 

3.7 

16.9 

14.3 

11.5 

9.S 

9.4 

7.7 

6.5 

5.5 

4.0 

18.2 

15.0 

12.4 

10.6 

10.1 

- 

7.0 

6.0 

4.3 

19.5 

16.0 

13.3 

11.4 

10.8 

- 

1 

6.3 

20.8 

17.0 

14.2 

12.2 

11.5 

0.5 

6.6 

4.9 

22.1 

1S.0 

15J 

13.0 

12.2 

10.1 

6.9 

23.4 

19.0 

16.0 

13.S 

12.9 

10.7 

9.0 

' 

24.7 

_ 

16.9 

14.6 

13.6 

" 

3 

1 

i   - 

26.0 

21.0 

17.8 

15.4 

14.3 

11.0 

■ 

0.1 

27.3 

22.0 

IS. 7 

16.2 

15.0 

10.5 

6.4 

23.0 

19.6 

17.0 

15.7 

13 J 

11.0 

" 

20.9 

24.0 

-     a 

17.S 

16.4 

13.7 

11.5 

6.9 

".1.2 

_" 

21.4 

18.6 

17.1 

14.3 

12.it 

0.0 

7.1 

32.5 

_ 

22.3 

19.4 

17.S 

14.9 

12.5 

9.3 

" 

33.8 

27.0 

_ 

S     2 

ias 

ir...-. 

13.0 

9.6 

7.5 

35.1 

. 

24.1 

21.0 

10.2 

16.1 

13.5 

0.0 

i  .7 

95 


96 


FEEIGHT  RATES— WESTERN  TERRITORY 


TABLE  20— Continued 
Sincle-Line  Class  Rates 


Mii.es1 


Rates  in  Cents  ter  100  Pounds 


Classes2 

5  A 


B 


D 


100  4.5.0  36.4  29.0  25.0  21.8  19.9  16.7  14.0 

105  44.5  37.7  30.0  25.9  22.6  20.6  17.3  14.5 

110  46.0  39.0  31.0  26.8  23.4  21.3  17.9  15.0 

115  47.0  39.8  32.0  27.4  23.9  21.8  18.3  15.3 

120  48.0  40.6  32.7  2S.0  24.4  22.3  18.7  15.6 

125  49.0  41.4  33.4  28.6  24.9  22.8  19.1  15.9 

130  50.0  42.2  34.1  29.2  25.4  23.3  19.5  16.2 

135  51.0  43.0  34.8  29.8  25.9  23.8  19.9  16.5 

140  52.0  43.8  35.5  30.4  26.4  24.3  20.3  16.8 

145  53.0  44.6  36.2  31.0  26.9  24.8  20.7  17.1 

150  54.0  45.4  36.9  31.6  27.4  25.3  21.1  17.4 

155  55.0  46.2  37.6  32.2  27.9  25.8  21.5  17.7 

160  56.0  47.0  38.3  32.8  28.4  26.3  21.9  1S.0 

165  57.0  47.8  39.0  33.4  28.9  26.8  22.3  18.3 

170  58.0  48.6  39.7  34.0  29.4  27.3  22.7  18.6 

175  59.0  49.4  40.4  34.6  29.9  27.8  23.1  18.9 

180  60.0  50.2  41.1  35.2  30.4  28.3  23.5  10.2 

1S5  61.0  51.0  41.8  35.8  30.9  28.8  23.9  19.5 

190  62.0  51.S  42.5  36.4  31.4  29.3  24.3  19.8 

195  63.0  52.6  43.2  37.0  31.9  29.8  24.7  20.1 

200  64.0  53.4  43.9  37.6  32.4  30.3  25.1  20.4 

210  65.5  54.6  44.9  38.4  33.2  31.0  25.7  21.0 

220  67.0  55.8  45.9  39.2  34.0  31.7  26.3  21.5 

230  68.5  57.0  46.9  40.0  34.S  32.4  26.9  22.0 

240  70.0  58.2  47.9  41.8  35.6  33.1  27.5  22.5 

250  71.5  59.4  4S.9  42.6  36.4  33.8  28.1  23.0 

260  .' 73.0  60.6  49.9  43.4  37.2  34.5  28.7  23.5 

270  74.5  61.8  50.9  44.2  38.0  35.2  29.3  24.0 

280  76.0  63.0  51.9  45.0  88.8  35.9  29.9  24.5 

290  77.5  64.2  52.9  45.8  39.6  36.6  30.5  25.0 

300  79.0  65.4  53.9  46.6  40.4  37.3  31.1  25.5 

310  80.0  66.2  54.6  47.2  40.9  37.8  31.5  25.8 

320  81.0  67.0  55.3  47.8  41.4     38.3  31.9  26.1 

330  82.0  67.8  56.0  48.4  41.9  38.8  32.3  26.4 

340  83.0  68.6  56.7  49.0  42.4  39.3  32.7  26.7 

350  84.0  69.4  57.4  49.6  42.9     39.8  33.1  27.0 

360  85.0  70.2  58.1  50.2  43.4  40.3  33.5  27.3 

370  86.0  71.0  58.8  50.8  43.9     40.8  33.9  27.6 

380  87.0  71.8  59.5     51.4  44.4     41.3  34.3  27.9 

390  88.0  72.6  60.2     52.0  44.9     41.8  34.7  28.2 

400  89.0  73.4  60.9     52.6  45.4     42.3     35.1  28.5 

410  90.0  74.2  61.6     53.2  45.9     42.8  35.5  28.8 

420  91.0  75.0  62.3     53.8  46.4     43.3  35.9  29.1 

430  92.0  75.8  63.0     54.4  46.9     43.8  36.3  29.4 

440  93.0  76.6  63.7     55.0  47.4     44.3     36.7  29.7 

450  and    over 94.0  77.4  64.4     55.6  47.9     44.8     37.1  30.0 

1  Where  exact  distance  is  not  shown,  use  next  greater  distance. 

2Governed  by  the  Western  Classification. 


10.2 

7.9 

10.5 

S.l 

10.8 

8.3 

11.0 

8.5 

11.2 

8.7 

11.4 

8.9 

11.6 

9.1 

11.8 

9.3 

12.0 

9.5 

12.2 

9.7 

12.4 

9.9 

12.6 

10.1 

12.8 

10.3 

13.0 

10.5 

13.2 

10.7 

13.4 

10.9 

13.6 

11.1 

13.8 

11.3 

14.0 

11.5 

14.2 

11.7 

14.4 

11.9 

14.8 

12.2 

15.2 

12.5 

15.6 

12.8 

16.0 

13.1 

16.4 

13.4 

16.8 

13.7 

17.2 

14.0 

17.6 

14.3 

18.0 

14.6 

18.4 

14.9 

18.7 

15.1 

19.0 

15.3 

19.3 

15.5 

19.6 

15.7 

19.9 

15.9 

20.2 

16.1 

20.5 

16.3 

20.8 

16.5 

21.1 

16.7 

21.4 

16.9 

21.6 

17.1 

21.8 

17.3 

22.0 

17.5 

22  2 

17.7 

22.4 

17.9 

OKLAHOMA  RATES 


97 


TABLE  21 

Single-Line  Commodity  Rates 


Rates  in  Cents  Per  100  Tounds  (Except  as  Noted) 

Ice, 

Broom    Corn, 

Grain 

Horses  and 

carloads, 

carloads, 

Mules,  car- 

Miles1 

minimum 

minimum 

l'roducts, 

loads,  in  dol- 

weight 

weight 

less 

lars  and  cent3 

30,000 

16,000 

carloads 

per    Standard 

pounds 

pounds 

car 

2.8 

6.5 
8.0 
9.5 
10.S 
12.0 
13.0 
14.0 
15.0 
16.0 
17.0 
17.8 
18.6 
19.4 
20.2 
21.0 
21.7 
22.4 
23.1 
23.8 
24.5 
25.1 
25.7 
26.3 
26.9 
27.1 
27.6 
28.1 
28.6 
29.1 
29.6 
30.1 
30.6 
31.1 
31.6 
32.1 
32.5 
32.9 
33.3 
33.7 
34.1 
34.9 
35.8 
36.7 

5.0 
6.0 
7.0 
8.0 
9.0 
10.0 
11.0 
12.0 
13.0 
14.0 
15.0 
16.0 
17.0 
18.0 
18.8 
19.6 
20.4 
21.2 
22.0 
22.S 
23.4 
24.0 
24.6 
25.2 
25.8 
26.4 
27.0 
27.6 
28.2 
2S.8 
29.3 
29.8 
30.3 
30.8 
31.3 
31.8 
32.3 
32.8 
33.3 
33.8 
34.6 
35.4 
36.2 

10.00 

10     

15     

3.1 

3.4 

12.00 
14.00 

20     

3.7 

15.00 

25     

4.0 

16.00 

30     

4.2 

17.00 

35     

4.4 

18.00 

40     

4.6 

19.00 

45     

4.8 

20.00 

50     

5.0 

21.00 

55     

5.2 

21.90 

60     

5.4 

22.80 

65     

........         5.6 

23.70 

70     

5.8 

24.60 

75     

6.0 

25.50 

80     

85     

6.2 

6.4 

26.25 

27.00 

90     

6.6 

27.75 

95 

6.7 

28.50 

100     

6.8 

29.25 

105     *. 

6.9 

29.95 

110     

7.0 

30.65 

115     

7.1 

31.35 

120     

7.2 

32.05 

125     

7.3 

32.75 

130     

135     

7.4 

7.5 

33.40 

34.05 

140     

7.6 

34.70 

145     

7.7 

35.35 

150     

7.8 

36.00 

155     

7.9 

36.60 

160     

s.o 

37.70 

165     

8.1 

37.80 

170     

8.2 

38.40 

175     

8.3 

39.00 

180     

8.4 

39.50 

185 

8.5 

40.00 

190     

8.6 

40.50 

195     

8.7 

41.00 

200     

.  .  ■. 8.8 

41.50 

210     

9.0 

42.30 

220         

9.2 

43.10 

230     

9.4 

43.90 

98         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  21— Continued 

Single-Line  Commodity  Rates 


Rates  in  Cents  pee  100  Pounds  (Except  as  Noted) 

Mit.es1 

Ice, 
carloads, 
minimum 

Broom  Corn, 
carloads, 
minimum 

Grain 
Products, 

Horses  and 
Mules,  car- 
loads,  in  dol- 

i 

weight 
30,000 
pounds 

weight 
10,000 
pounds 

less 
carloads 

lars  and  cents 

per    Standard 

car 

240     9.6 

250     9.8 

260 10.0 

270     10.2 

280 10.4 

290 10.6 

300     10.8 

310 11.0 

320     11.2 

330     11.4 

340     11.6 

350     ". 11.8 

360     12.0 

370     12.2 

380     12.4 

390     12.6 

400     12.8 

410     13.0 

420 13.2 

430     13.4 

440     13.6 

450  and  over 13.8 


37.6 

37.0 

44.70 

38.5 

37.8 

45.50 

39.2 

38.3 

40.20 

39.9 

38.8 

46.90 

40.6 

39.3 

47.60 

41.3 

39.8 

48.30 

42.0 

40.3 

49.00 

42.6 

40.8 

49.60 

43.2 

41.3 

50.20 

43.8 

41.8 

50.80 

44.4 

42.3 

51.40 

45.0 

42.8 

52.00 

46.0 

43.3 

52.50 

46.5 

43.8 

53.00 

47.0 

44.3 

53.50 

47.5 

44.8 

54.00 

48.0 

45.3 

54.50 

48.4 

45.8 

55.00 

49.2 

46.3 

55.50 

49.6 

46.8 

56.00 

50.0 

47.3 

56.50 

50.0 

47.8 

57.00 

iWhere  exact  distance  is  not  shown,  use  next  greater  distance. 


APPLICATION   OF    RATES 


The  rates  named  in  Tables  20  and  21  are  for  application  on 
shipments  moving  over  one  line  of  railroad  or  over  two  or  more 
lines  of  railroad  -which  are  either  directly  or  indirectly  under  the 
same  management  and  control.  Through  joint  rates  for  the 
transportation  of  shipments  over  two  or  more  lines  of  railroad 
which  are  not  directly  or  indirectly  under  the  same  management 
and  control,  shall  be  made  by  adding  to  the  rates  named  in  Items 


OKLAHOMA  RATES  99 

160  and  165  or  reissues  thereof,  the  following  arbitrary  figures, 
observing  combination  of  local  rates  as  maximum : 

Oasses 1  2  34  5  A  BODE 

A    9  S  7       6  5  5  4      4       3       2.5 

B  14  13  11     10  8  S  6      G      5       5 

C   18  17  15     14  11  11  S      8      7       7 

Broom  Grain  Horses  and 

Ice              Corn  Products  Mules 

A  2.5                  5  5  $  S.00 

B   5                     S  9  12.00 

C    7                   11  14  1G.00 

The  above  named  arbitraries  are  in  cents  per  100  pounds, 
except  on  Horses  and  Mules,  which  are  quoted  in  dollars  and 
cents  per  ear,  of  any  length,  and  apply  as  follows : 

"A" — Over  two  lines  not  under  the  same  management  and 
control,  either  directly  or  indirectly. 
"  B ' ' — Over  three  lines. 
"  C ' ' — Over  four  or  more  lines. 

These  rates  are  published  by  the  carriers,  through  their 
agents,  under  protest,  the  tariff  containing  them  having 
a  provision  on  the  title  page  reading  as  follows : 

The  rates  and  conditions  quoted  herein  on  Classes  and  Com- 
modities are  quoted  thereon  solely  for  the  purpose  of  complying 
with  Orders  Nos.  382  and  518  of  the  Corporation  Commission  of 
Oklahoma,  and  under  no  circumstances  will  rates  named  herein 
apply  on  Interstate  shipments,  i.  e.,  on  traffic  originating  at  or 
destined  to  points  outside  of  the  State  of  Oklahoma,  and  traffic 
originating  at  and  destined  to  points  in  Oklahoma  but  moving 
outside  of  the  State  in  transit. 

On  interstate  traffic  for  which  rates  are  made  on  a 
mileage  basis,  the  scale  established  by  the  carriers  is  used, 
although  it  is  somewhat  higher  than  that  prescribed  by 
the  state  commission.  However,  on  traffic  moving  within 
the  state  the  state  rates  must  be  observed. 

2.  Interstate  Eates 
In  this  adjustment,  the  jobbing  centers  of  the  Missouri 
River,  by  virtue  of  their  location,  have  the  lowest  basis 


100       FREIGHT  RATES— WESTERN  TERRITORY 

of  rates.  The  rates  from  the  Kansas  Citj  and  St.  Louis 
groups  to  the  stations  on  the  St.  Louis  &  San  Francisco 
Eailroad  from  Wyandotte,  Okla.,  to  Oklahoma  City  and 
to  the  stations  on  the  Chicago,  Rock  Island  &  Pacific 
Railway  from  Oklahoma  City  to  Texola,  Okla.,  are  shown 
in  Table  22. 

TABLE  22 

Joint.  Rates  from  Kansas  and  St.  Louis  Groups  to 
Oklahoma  Territory 


■ 

From    Kansas   City    Group 

To 

Rates  in  Cents  per  100  Founds 

Classes1 
123             45ABCDE 

Afton,   Okla 

Todd,    Okla 

White   Oak,   Okla 

65  56       46y2      33       29       32       24       16       15       12 

66  56       46  y2      33       29       32       24       16       15       12 

66  56       461/2      33       29       32       24       16       15       12 

67  56       46y2      33       29       32       24       16       15       12 
70       56       50         36       29       32       24       16       15       13 
72       59       51         36       29       32       24       16       15       13 
75       63       52         36       29       32       25  ya   18       16       14 
85       70       62         46       36       39       34       25       22  y2   18 

85  71       62         46       36       39       34       25       23       18 

86  72       64         48       42       43       36  y2   27       23  y2   20 
95       82       74         62       46       48       39       32       26       23 
95       82       74          62       46       48       39       32       26       23 
95       82       74          62       46       4S       39       32       26       23 
95       82        74          62       46       48       39       32       26       23 
95       82       74         64       47       47%   36  %   31       24       20 

105       90       81          75       50       61  y2   52  y2   43       33       30 
105       90       81          75       52       61  y2   52%   43       33       30 
100       88       78         73       52       58       50       41%   32       28% 
110       98       87          81       54       66%   49       43       34       28 
110       99       89         83       63       67       49       43       34       28 
116       99       94          83       66       68       55       45       36       31 

119  103       96         87       70       72       60       49       40       34 

120  107       97         89       70       73       62       50       42       35 
132     116     100         93       73       75       68       55       43       36 

Warwick,    Okla 

Spencer,    Okla 

Oklahoma  City,  Okla. 
Ft.  Reno,  Okla 

Bickford,    Okla 

Ferguson,  Okla 

Bridgeport,    Okla .... 
Indianapolis,    Okla.  . . 

Ralph,    Okla 

Elk  City,  Okla 

Texola,   Okla 

Benonine,    Tex 

governed  by   the  Western   Classification. 


OKLAHOMA  RATES 


101 


TABLE  22— Continued 


To 


Wyandotte.    Okln 

Moray,  Okla 

Ogeechee,    Okla 

Af ton,  Okla 

Todd,    Okla 

White  Oak,   Okla 

Chelsea,    Okla 

Verdigris,  Okla 

Tulsa,    Okla 

Sapulpa,    Okla 

Davenport,   Okla 

Warwick,    Okla 

Spencer,    Okla 

Oklahoma  City,  Okla. 

Ft.  Reno,  Okla 

Calumet,     Okla 

Bickford,    Okla 

Ferguson,   Okla 

Bridgeport,    Okla 
Indianapolis,    Okla... 

Ralph,     Okla 

Elk  City,   Okla 

Texola,    Okla 

Benonine,    Toy 


From  St.  Louis  Group 


1 


87 
91 
91 
100 
101 
107 
110 
115 
115 
117 
130 
130 
130 
130 
130 
130 
130 
130 
132 
138 
140 
140 
140 
152 


Rates  in  Cents  per  100  Pounds 


Classes1 
4    5    4 


B 


68 

72 

72 

80 

83 

86 

90 

100 

100 

100 

109 

109 

109 

1 09 

109 

109 

109 

109 

111 

116 

117 

117 

117 

130 


57 

61 

61 

69 

73 

.  74 

75 

30 

80 

82 

97 

97 

97 

97 

97 

97 

97 

97 

98 

104 

104 

104 

105 

108 


43 
4(1 
46 
51 
55 
55 
55 
65 
05 
68 
82 
82 
82 
82 
84 
90 
90 
87 
90 
92 
94 
96 
96 
100 


34 
36 
36 
40 
43 
43 
43 
52 
52 
54 
63 
63 
63 
63 
64 
66 
68 
68 
69 
72 
74 
7.1 
75 
78 


37 
39 
39 
43 
45 
45 
45 
54 
54 
56 
65 
65 
65 
65 
65 
74 
74 
74 
74 
76 
78 
79 
80 


29 
31 
31 
33 
36 
36 
38 
44 
44 
44 
55 
55 
55 
55 
53 
65 
65 
63 
65 
67 
68 
70 
70 


22 
22 
22 
24 
27 
27 
20 
32 
35 
35 
46 
46 
46 
46 
45 
54 
54 
52 
54 
56 
58 
58 
58 
60 


D 


19 
20 
20 
22 
24 
24 
25 
28 
31 
31 
39 
39 
39 
39 
37 
43 
43 
41 
43 
45 
46 
46 
47 
48 


E 


16 
17 
17 
18 
19 
19 
20 
24 
25 
25 
32 
32 
32 
32 
29 
34 
34 
33 
35 
38 
39 
39 
40 
41 


1  Governed  by  the  Western   Classification. 


Rates  from  the  territory  tributary  to  Kansas  City  are 
made  on  a  differential  adjustment  over  the  rates  estab- 
lished from  Kansas  City,  there  being  two  groups  besides 
the  Kansas  City  Group. 


(a)  Kansas  City  Group 

Some  of  the  more  important  points  in  the  Kansas  City 
Group  are:  Kansas  City,  Mo.;  Kansas  City,  Kan.;  St. 
Joseph,  Mo. ;  Atchison,  Leavenworth,  Armadale,  Topeka, 
Hutchison,  Dodge  City,  Kiowa,  Arkansas  City,  and 
Coffeeville,  Kan. ;  Joplin,  Springfield,  and  Sidalia,  Mo. 


102       FKEIGHT  RATES— WESTERN  TERRITORY 

(b)  Omaha  Group 

Some  of  the  more  important  points  in  the  Omaha 
Group  are :  Omaha,  Neb. ;  Council  Bluffs  and  Pacific  Junc- 
tion, Iowa;  Lincoln,  Nebraska  City,  and  Beatrice,  Neb.; 
Hiawatha,  Kan. ;  Ashland  and  Fremont,  Neb. 

(c)  Sioux  City  Group 

Some  of  the  more  important  points  in  the  Sioux  City 
Group  are :  Sioux  City,  Aster,  and  Arian,  Iowa ;  Bancroft, 
Neb. ;  Onawa,  Iowa ;  and  Oakland,  Neb. 

The  above  grouping  shows  but  a  few  of  the  more 
important  points  located  in  each  group.  The  Kansas 
City  rates  are  applied  from  practically  all  points  in 
Kansas  on  and  south  of  the  line  of  the  Missouri  Pacific 
Eailway,  from  Kansas  City,  Mo.,  to  the  Colorado-Kansas 
state  line  and  from  points  in  the  southwestern  section 
of  the  state  of  Missouri. 

The  differential  adjustment  used  in  establishing  rates 
from  the  Omaha  and  Sioux  City  groups  is  as  follows : 

Classes 1       2       3      4       5     A       BODE 

Omaha  Group 20    IS     15    12    10     11      9      S      7      6 

Sioux  City  Group 40    33    25    20    17     19     10    13    12    11 

These  differentials  are  to  be  added  to  the  Kansas  City 
rates  in  establishing  through  rates  from  these  territories. 

(d)  Rates  from  Defined  Territories 

Although  there  are  some  exceptions,  the  rates  from 
Memphis  are  usually  made  the  same  as  the  St.  Louis 
rates,  while  from  the  Peoria,  Chicago,  and  Minneapolis- 


OKLAHOMA  RATES  103 

St.  Paul  groups  rates  are  made  by  adding  the  following 
differentials  to  the  St.  Louis  rates: 

Classes 1  2  3      4       5     A       B      O     D      E 

Peoria  Group 10  10  5  2%  2%  3%  3%  2y2  2%  2% 

Chicago  Group  20  20  10  5      5      7%  7y2  5      5      5 

Minneapolis-St  Paul 

Group    25  24  13      7      6  9%  8%       6  6%      6 

These  differentials,  as  may  be  observed,  follow  very 
closely  those  used  in  establishing  rates  from  the  Peoria 
and  Chicago  groups  to  Missouri  River  points. 


CHAPTER  VIII 

SUMMARY 

The  reasonableness  of  the  existing  rates  to  Texas  Common 
Points  as  well  as  of  those  to  the  Missouri  River,  Colorado, 
and  Utah  common  points,  has  been  assailed  by  various  com- 
mercial organizations  from  time  to  time.  The  Interstate 
Commerce  Commission  has  upheld,  in  general,  the  structure 
upon  which  the  adjustment  rests,  and  in  this  connection  the 
following  opinion  rendered  by  that  body  in  the  case  of  the 
Southwestern  Shippers'  Traffic  Association  v.  the  Atchison, 
Topeka  &  Santa  Fe  Railway  Company  et  al.,1  dealing  with 
the  rates  between  points  in  Texas  and  adjoining  states  and 
territories,  is  especially  instructive. 

The  Southwestern  Shippers'  Traffic  Association  is  a  voluntary  asso- 
ciation embracing  a  number  of  traffic  organizations,  which  represent 
to  a  considerable  extent  various  business  interests  and  localities  in 
the  states  of  Texas,  Oklahoma,  Kansas,  and  Colorado.  The  gist  of 
the  complaint  made  by  that  association  in  the  two  above  cases  in 
which  it  stands  as  complainant  is  that  rates  from  the  Atlantic  sea- 
board through  Galveston  into  this'  southwestern  territory  are 
excessive. 

No.  2900  attacks  the  reasonableness  of  present  class  and  commodity 
fates  from  Galveston  to  various  interior  points.  The  Commission  is 
asked  to  establish  local  rates  from  Galveston  to  these  points  and  also 
to  put  into  effect  "proportional"  rates  which  are  less  than  local  rates 
and  which  are  to  apply  to  traffic  which  has  reached  Galveston  by 
water  from  the  Atlantic  seaboard. 

In  No.  2904  the  rates  attacked  are  the  joint  through  rates  estab- 
lished by  the  united  action  of  the  steamship  and  rail  lines  from 
Atlantic  seaboard  territory  through  Galveston  to  these  southwestern 

i 24  I.  C.  C.  Rep.,  570. 

104 


SUMMARY  105 

points.    The  Commission  is  asked  to  establish  lower  reasonable  joint 
rates. 

Upon  these  issues  hearings  were  had  at  which  a  great  amount  of 
testimony  was  taken,  briefs  were  filed,  and  the  cases  were  finally  sub- 
mitted, after  oral  argument,  in  November,  1910. 

The  real  gravamen  of  the  complaint  in  these  cases  is  that  the  actual 
cost  of  handling  business  from  the  Atlantic  seaboard  into  this  south- 
western territory  through  Galveston  is  less  than  by  other  routes,  but 
that  carriers  by  virtue  of  their  control  both  of  the  rail  and  the  steam- 
ship lines  operating  through  that  port  have  refused  to  recognize  in 
their  rates  this  more  favorable  avenue  of  transportation.  An  impor- 
tant question  is,  therefore,  whether  the  actual  cost  of  transportation 
by  this  route  is  less. 

When  the  Commission  came  to  examine  the  record  as  made  up  by 
the  parties  in  the  cases  as  submitted,  it  was  found  that  this  record 
was  almost  barren  of  evidence  as  to  the  water  portion  of  the  service. 
Since  the  issue  was  one  which  had  often  been  the  subject  of  contro- 
versy, and  which  it  was  desirable  to  permanently  and  intelligently 
settle  if  possible,  the  Commission  of  its  own  motion  reopened  the 
cases  for  the  purpose  of  further  investigating  this  branch  of  the  sub- 
ject. Testimony  as  to  the  manner  in  which  this  freight  was  handled 
by  water  carriers,  the  rates  under  which  it  had  been  handled  and 
the  cost  of  the  service,  so  far  as  that  could  be  given,  was  taken  in  the 
late  spring  of  1911  at  New  York  and  Galveston. 

Before  the  case  had  been  submitted  after  the  taking  of  this  new 
testimony,  the  petition  in  No.  4586  was  filed.  The  complainant  in 
that  case  represents  the  city  of  Denver,  and  the  complaint  is  directed 
against  the  reasonableness  of  the  present  class  and  commodity  rates 
from  Galveston  to  that  city.  This  same  question  might  fairly  have 
been  raised  under  the  complaint  in  No.  2900,  but  for  some  reason  the 
city  of  Denver  was  not  represented  upon  the  hearing  in  that  pro- 
ceeding. 

The  Denver  Consumers  &  Shippers'  Association  also  filed  a  peti- 
tion for  leave  to  intervene  in  No.  2904,  that  being  the  proceeding  which 
involves  through  rates  from  the  Atlantic  seaboard  to  various  in- 
terior points  of  which  Denver  now  asks  to  be  considered  as  one. 
Since  it  was  plainly  in  the  public  interest  that  this  whole  matter  should 
b*e  disposed  of  at  one  time,  this  petition  for  leave  to  intervene  was 
granted. 

Upon,  the  filing  of  the  complaint  in  No.  4586,  and  the  petition  of 
intervention  No.  2904,  certain  lines  leading  from  the  Missouri  River 
to'  Denver  asked  to  intervene  in  both  these  cases  for  the  reason  that, 
while  they  did  not  participate  in  the  movement  of  traffic  from  Gal- 
veston to  Denver,  they  did  handle  business  originating  upon  the 


106 


FREIGHT  RATES— WESTERN  TERRITORY 


Atlantic  seaboard  to  Colorado  common  points,  and  their  assertion 
was  that  the  rates  under  which  this  traffic  moved  over  their  lines 
were  so  intimately  connected  with  the  rates  through  Galveston  to 
the  same  destination  points,  that  any  change  in  the  Galveston  rate 
must  of  necessity  work  a  corresponding  change  in  their  rates.  Upon 
this  statement,  these  lines,  of  which  the  Union  Pacific  is  an  example 
were  permitted  to  intervene. 

No.  4586  and  2904  were  now  set  down  for  further  hearing  at  Den- 
ver, where  another  volume  of  testimony  was  taken.    Additional 


i 

• 


s 


briefs  were  filed  and  the  case  was  again  orally  argued  before  the  full 
Commission. 

While,  as  will  be  seen  from  the  foregoing  statement,  the  matters 
involved  are  of  great  importance  in  the  estimation  of  the  parties, 
and  while  an  enormous  record  has  accumulated,  the  issues  are  never- 
theless comparatively  simple.  They  can  be  best  understood  by  ref- 
erence to  the  accompanying  map. 

Atlantic  seaboard  territory,  as  defined  in  the  tariffs  of  the  defend- 
ants, depends  somewhat  upon  the  point  of  destination.    The  term,  as 


SUMMARY  107 

used  in  the  schedules  under  consideration,  embraces,  roughly  speak- 
ing, New  England,  New  York,  New  Jersey,  Delaware,  Maryland,  all 
of  Pennsylvania  excepfr  the  western  border,  a  large  portion  of  West 
Virginia,  and  Virginia  north  of  the  line  of  the  Norfolk  &  Western 
Railway.  The  same  rate  applies  as  a  blanket  from  all  this  territory 
to  the  southwestern  points  under  consideration.  Traffic  originating 
in  this  territory  may  be  transported  to  these  points  by  one  of  four 
general  routes.  For  the  purpose  of  clearly  indicating  these  different 
routes  an  interior  point,  like  Albany,  N.  Y.,  may  be  selected  upon  the 
east  and  Wichita,  Kans.,  upon  the  west.  Between  these  points  the 
following  routes  are  available: 

1.  The  traffic  may  move  all-rail.  The  line  of  movement  is  indi- 
cated upon  the  map  by  a  straight  line  drawn  from  Albany  to  Wichita, 
and  the  actual  movement  by  rail  would  be  almost  as  direct  as  this 
line. 

2.  The  traffic  may  move  *by  rail  from  Albany  to  Buffalo,  at  the 
head  of  Lake  Erie,  thence  by  the  great  lakes  to  -Chicago,  and  thence 
by  rail  to  Wichita.  The  route  from  Albany  to  Buffalo,  and  again 
from  Chicago  to  Wichita,  is  nearly  a  straight  line.  The  water  route 
is  circuitous. 

3.  The  third  route  is  from  Albany  to  New  York  by  rail,  thence  by 
water  to  Norfolk,  and  thence  by  rail  to  Wichita.  Here  again  the  rail 
movement  from  Norfolk  to  Wichita  is  in  a  comparatively  direct  line 
and  is  indicated  upon  the  map  by  a  straight  line. 

This  traffic  might  move  by  water  to  some  other  south  Atlantic  port 
like  Charleston  or  Savannah,  and  from  thence  by  rail.  The  rail  move- 
ment, instead  of  being  through  St.  Louis,  might  be  and  often  is 
through  some  lower  Mississippi  River  crossing  like  Memphis. 

4.  The  last  route  is  by  rail  to  New  York,  from  New  York  to  Gal- 
veston by  water,  and  from  Galveston  to  Wichita  by  rail. 

The  railroads  in  this  country  were  for  the  most  part  constructed 
from  the  Atlantic  seaboard  west.  The  first  lines  into  the  southwest 
were  built  from  the  various  Mississippi  River  and  Missouri  River 
crossings  in  a  westerly  direction. 

The  lines  via  the  great  lakes  and  via  the  south  Atlantic  ports  have 
been  long  in  operation.  The  old  lines,  therefore,  are  1,  2,  and  3  as 
above  described  and  are  usually  termed  the  east  and  west  lines. 

The  line  via  New  Orleans  to  a  certain  part  of  this  territory  is  a 
comparativeh'  old  one;  that  via  Galveston  was  the  latest  to  be 
developed.  Within  comparatively  recent  years  the  United  States 
government  has  expended  large  sums  of  money  upon  the  port  of 
Galveston,  and  that  pert  by  reason  of  its  location  and  the  shipping 
facuities  which  the  improvement  of  its  harbor  has  given  it.  has 


108  FREIGHT  RATES— WESTERN  TERRITORY 

become  an  important  one.     In  the  year  1911   it  took  rank  in  the 
value  of  its  exports  second  only  to  New  York. 

The  lines  of  railroad  leading  from  Galveston  north  into  this  south- 
western territory  have  also  been  much  strengthened  in  recent  years. 
Their  physical  condition  has  been  improved,  the  density  of  their 
traffic  has  increased,  and  they  have  come  to  rank  among  the  substan- 
tial railroads  of  the  country. 

In  view  of  the  transportation  facilities  which  now  exist  both  by 
water  and  by  rail,  the  complainants  earnestly  insist  that  the  route 
via  Galveston  into  this  southwestern  territory  is  now  the  cheapest, 
but  that  the  east  and  west  Hues  by  securing  control  of  the  rail  lines 
leading  north  from  Galveston,  and  by  controlling  either  directly  or 
indirectly  the  water  lines  from  New  York  to  Galveston,  have  pre- 
vented the  natural  movement  of  traffic  via  this  route  by  maintaining 
unjust  and  unreasonable  rates. 

It  was  pointed  out  by  the  defendants,  and  is  undoubtedly  true,  that 
there  has  always  been,  and  must  continue  to  be,  a  relation  in  the 
rates  by  different  lines  from  Atlantic  seaboard  territory  into  this 
southwestern  country,  so  that  any  marked  reduction  of  the  transporta- 
tion charge  by  one  route  must  be  met  by  a  corresponding  reduction 
via  all  other  routes  if  they  continue  in  the  business. 

It  was  further  pointed  out  that  most  of  the  articles  consumed  in  this 
southwestern  territory  are  manufactured  both  in  the  middle  west  and 
upon  the  Atlantic  seaboard,  and  that  any  reduction  in  rates  from  the 
Atlantic  seaboard  into  this  territory  would  inevitably  be  followed  by 
demands  from  the  middle  west  for  a  similar  reduction.  Past  expe- 
rience shows  that  a  reduction  from  the  Atlantic  seaboard  has  been 
followed  by  a  corresponding  reduction  from  St.  Louis  and  similar 
territory  and  vice  versa.  The  commercial  interests  of  St.  Louis  and 
Chicago  have  intervened  in  these  proceedings  and  insist  that  whatever 
reduction  is  made  from  the  Atlantic  seaboard  shall  be  met  from  those 
cities. 

It  can  not  be  doubted,  therefore,  that  a  material  reduction  in  these 
rates  from  producing  points  in  the  east  to  consuming  points  in  the 
southwest  would  lead  to  widespread  reductions  and  involve  a  very 
material  loss  of  revenue  to  a  great  number  of  carriers. 

While,  however,  the  fact  that  a  reduction  of  the  rate  through 
Galveston  must  lead  to  other  extensive  reductions  is  a  reason  why 
this  Commission  should  proceed  with  great  caution,  it  is  no  conclusive 
reason  against  the  granting  of  the  prayer  of  these  complainants. 
This  territory  is  entitled  to  reasonable  rates  of  transportation.  One 
market  of  supply  is  the  Atlantic  seaboard,  and  one  avenue  of  carriage 
from  that  market  is  through  the  port  of  Galveston.     If  the  rates 


SUMMARY  109 

imposed  via  that  route  by  these  defendant  carriers  are  unreasonable 
it  is  our  plain  duty  to  reduce  them,  irrespective  of  the  consequences 
to  other  routes  or  other  markets. 

We  have,  therefore,  for  determination  this  single  question,  Are 
rates  from  the  Atlantic  seaboard  into  this  southwestern  territory 
reasonable  per  se  ?  And  this  as  presented  by  the  complainants  divides 
itself  into  two  other  questions : 

1.  Are  the  rail  rates  from  the  port  of  Galveston  to  interior  desti- 
nations reasonable  ? 

2.  Are  the  combined  rail-and- water  rates  from  Atlantic  seaboard 
points  to  southwestern  destinations  reasonable? 

Many  points  of  destination  are  involved  throughout  this  south- 
western territory,  but  in  answering  these  questions  Denver,  Wichita, 
and  Oklahoma  City  may  be  selected  as  fairly  representative. 

Both  class  and  commodity  rates  are  involved,  but  in  the  presenta* 
tion  of  the  case  reference  has  been  made  almost  exclusively  to  the 
classes,  and  these  rates  only  will  be  referred  to  in  this  discussion. 

We  proceed,  therefore,  to  inquire  whether  class  rates  now  in  effect 
from  Galveston  to  these  selected  points  are  reasonable,  beginning 
with  Denver. 

The  present  class  rates  from  Galveston  to  Denver  are  as  follows: 

Class....      1  2345ABCDE 

Rate....     180       148      110       84        65       81       62        52      43.5      36 

In  1909  the  Commission,  after  elaborate  investigation  and  careful 
consideration,  established  a  scale  of  class  rates  from  Chicago  to  Den- 
ver. The  Denver  rate  applies  in  all  these  cases  to  Colorado  common 
points,  and  distances  to  these  various  points  differ  somewhat.  The 
average  distance  from  Galveston  would  be  approximately  1,100  miles, 
and  title  average  distance  from  Chicago  substantially  the  same.  The 
conditions  of  transportation  from  Chicago  to  Colorado  common 
points  are  somewhat  more  favorable  and  might  well  justify  a  some- 
what lower  rate  than  from  Galveston.  The  rates  established  from 
Chicago  were  as  follows:  Kindelv.  N.Y.,N.E.  <&  E.  R.R.,  15  I.  C.C., 
555. 


Class 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Rate 

180 

145 

110 

85 

67 

80.5 

63 

54 

47 

40 

In  1910  this  Commission,  again  after  very  careful  consideration, 
established  a  scale  of  class  rates  from  Missouri  River  to  Utah  com- 
mon points.  ;  Commercial  Club  of  Salt  Lake  City  v.  A.,  T.  <&  S.  F.  Ry. 
Co.,  19  I.  C.  C,  218. 

The  distance  from  the  Missouri  River  to  Utah  points  is  approxi- 
mately the  same  as  from  Galveston  to  Denver.    The  conditions  of 


110  FREIGHT  RATES— WESTERN  TERRITORY 

transportation  are  approximately  the  same.     The  rates  established 

were  as  follows: 

Class....      1  2345ABCDE 

Rate....     190       162      142      119       98        98        77        70        50       42 

From  a  comparison  of  the  above  three  schedules  it  will  be  seen  that 
the  present  rates  from  Galveston  to  Denver  are  slightly  lower  than 
those  fixed  from  Chicago  to  Denver  and  materially  lower  than  those 
established  from  the  Missouri  River  to  Salt  Lake  City.  These  cases 
are  all  of  recent  date  and  were  all  deliberately  decided.  Unless  we 
are  prepared  to  reverse  those  decisions  and  to  put  in  effect  materially 
lower  schedules  than  were  then  found  reasonable,  it  is  evident  that 
the  contention  of  the  complainants  that  the  present  class  rates  from 
Galveston  to  Denver  are  unreasonable  can  not  be  sustained,  and  it 
is  not. 

The  present  class  rates  from  Galveston  to  Wichita  are  as  follows: 

Class....       1  2345ABCDE 

Rate....     147       125      104      96       75        79        70       58        46       39 

In  1908  class  rates  from  St.  Louis  to  Texas  common  points  were 
materially  advanced  and  this  advance  was  attacked  by  complaint 
of  the  railroad  commission  of  Texas  in  the  interest  of  that  state. 
After  a  most  exhaustive  investigation  the  Commission  finally,  hi 
February,  1911,  established  the  following  schedule.  Railroad  Com- 
mission of  Texas  v.  A.,  T.  <&  S.  F.  Ry.  Co.,  20  I.  C.  C,  463. 

Class....      1  2  345ABCDE 

Rate....     147       125       104       96       75        79       70       58       46        39 

This  scale  applies  from  St.  Louis  to  Texas  common  points,  and 
tharefore  covers  distances  which  vary  greatly  in  length.  In  the 
trial  of  that  case  much  was  said  as  to  the  average  haul.  While  the 
parties  did  not  agree,  it  fairly  appears  that  the  average- haul  to  which 
this  schedule  applies,  would  be  not  far  from  S00  miles.  From  Gal- 
veston to  Wichita  the  distance  is  700  miles,  and  the  conditions  of 
transportation  are  substantially  identical.  If,  therefore,  we  are  to 
adhere  to  our  decision  in  that  case,  it  must  be  found  that  the  pres- 
ent rates  from  Galveston  are  somewhat  in  excess  of  what  would  bo 
just  and  reasonable.  We  are  of  the  opinion  that  the  following  rates 
would  be  reasonable  and  that  the  present  rates  are  unreasonable  to 
the  extent  that  they  exceed  this  schedule: 

Class....       I23  45ABCDE 

Rate....     132       112       94        86        68        71        63         52       41        35 

The  distance  from  Galveston  to  Oklahoma  City  by  the  short  line  is 

about  550  miles;  to  Wichita,  as  just  stated,  700  miles.    The  class  rates 

now  in  effect  from  Galveston  to  Oklahoma  City  are  as  follows: 

Class....      1  2345ABCDE 

Rate....     133       115       98        89        70       75       65       53        42       36 


SUMMARY  111 

Using  as  the  measure  of  a  reasonable  rate  to  Oklahoma  City  tho 

schedule  which  we  have  just  found  reasonable  to  Wichita,  we  are  of 

the  opinion  that  the  present  class  rates  from  Galveston  to  Oklahoma 

City  are  unreasonable,  and  that  such  rates  for  the  future  should  not 

exceed  the  following; 

Class....      1  2345ABCDE 

Rate....     112        96       80        73        57        60        54        44        35       30 

The  tiling  for  which  the  complainants  are  contending  is  a  lower 
transportation  charge  from  the  Atlantic  seaboard  to  these  points  of 
consumption.  The  reductions  suggested  to  Wichita  and  Oklahoma 
City  will  for  this  purpose  be  of  no  avail  to  Wichita  and  of  but  little, 
if  any,  benefit  to  Oklahoma  City.  This  traffic  comes  by  water  to  Gal- 
veston and  pays  a  port-to-port  rate,  which  is  not  under  the  jurisdic- 
tion of  this  Commission.  From  Galveston  it  moves  upon  the  local 
rate  to  the  interior  point.  Now,  when  the  local  rates  which  we  have 
found  reasonable  are  combined  with  the  port- to-port  water  rates 
which  have  been  in  effect  for  any  considerable  time  in  the  past,  the 
resulting  rates  are  higher  than  the  joint  through  rates  which  are  now 
in  effect. 

The  complainants  realize  that  this  must  be  so,  and  they  therefore 
ask  us  to  treat  the  haul  on  this  business  from  Galveston  as  part  of 
a  through  transportation,  which  it  in  fact  is,  and  to  apply  to  it 
from  that  port  a  rate  lower  than  the  local  rate.  We  are  asked  to 
do  this  by  establishing  from  Galveston  proportional  rates  applicable 
to  traffic  which  has  reached  that  port  from  the  Atlantic  seaboard  by 
water. 

The  defendants  deny  the  jurisdiction  of  the  Commission  to  fix  a  • 
rate  of  this  character,  and  they  further  urge  that  if  the  jurisdiction 
exists   it  ought  not  to    be  exercised    under  the   circumstances  of 
this  case. 

It  is  well  understood  that  carriers  voluntarily  maintain  so-called 
export  and  import  rates  to  and  from  the  various  ports  which  are 
less  than  their  domestic  rates.  Such  rates  are  maintained  through 
the  port  of  Galveston  by  the  rail  carriers,  defendants  in  these  pro- 
ceedings. The  maintenance  of  so-called  proportional  rates,  which 
differ  from  corresponding  local  rates,  to  and  from  junction  points 
applicable  to  traffic  which  originates  or  goes  beyond  such  points  is 
very  general.  Rates  are  named  from  interior  points  to  various  ports 
on  domestic  business  which  are  less  than  the  local  rates,  and  which 
differ  according  to  the  final  destination  of  the  traffic. 

The  Commission  has  recognized  the  propriety  of  such  rates,  to  an 
extent  at  least,  and  has  at  times  acted  upon  those  rates  when  estab- 
lished by  the  carriers. 


112  FEEIGHT  HATES— WESTERN  TERRITORY 

There  is  much  to  be  said  in  favor  of  the  exercise  of  that  jurisdiction 
in  this  case,  if  it  exists.  Water  transportation  between  the  Atlantic 
seaboard  and  Galveston  has  never  been  open  to  free  competition. 
In  recent  years  this  business  has  been  largely  controlled  by  two  lines 
of  steamships  which  seem  to  have  established  and  maintained  a  sched- 
ule of  rates  mutually  satisfactory.  On  several  occasions  independ- 
ent boats  have  endeavored  to  break  into  this  traffic  and  rates  have 
been  temporarily  much  depressed,  but  the  railways  have  declined  to 
recognize  these  ships  or  to  establish  joint  rates  with  them,  and  the 
result  has  finally  been  either  that  the  line  has  withdrawn  from  the 
business,  as  in  case  of  the  Lone  Star  line  in  1908,  or  been  absorbed  by 
a  competing  line,  as  was  the  Texas  City  line  in  1911. 

The  complainants  assert  that  the  benefit  of  water  competition 
between  the  Atlantic  seaboard  and  Galveston  never  can  be  enjoyed^ 
and  that  the  fair  cost  of  this  water  transportation  can  not  be  detep- 
mined  unless  carriers  are  compelled  to  handle  this  through  business 
to  and  from  the  port  of  Galveston  upon  equal  terms  as  to  all  water 
carriers 

It  is  evident  that  such  proportional  rates  if  named  must  be  con- 
fined to  the  traffic  to  which  they  apply  by  some  proper  system  of 
policing.  It  is  also  evident  that  unless  there  are  through  arrange- 
ments for  the  movement  of  this  business  from  the  point  of  origin  to 
destination,  involving  the 'issuing  of  through  bills  of  lading,  and  the 
collection  and  distribution  among  the  different  carriers  of  the  total 
charges  either  at  the  point  of  origin  or  at  destination,  the  rates  them- 
selves will  not  be  of  much  benefit  to  the  general  public,  and  may  re- 
sult in  discrimination  in  favor  of  those  who  are  so  situated  as  to  be 
able  to  take  advantage  of  them 

Assuming  that  the  right  to  establish  these  proportional  rates  exists, 
it  ought  not  to  be  exercised  unless  such  conditions  can  be  attached 
to  their  use  a3  will  make  them  nondiscriminatory  and  of  general 
advantage. 

We  have  also  considered  with  considerable  care  the  amount  of  the 
rate  itself  which  we  might  fix.  We  have  held  that  a  first-class  rate 
of  $1.80  was  reasonable  from  Galveston  to  Denver.  The  complain- 
ants ask  us  to  fix  a  proportional  rate  between  these  points  of  72 
cents.  The  difference  between  proportional  rates  requested  and 
the  local  rates  found  reasonable  from  Galveston  to  Wichita  and 
Oklahoma  City,  while  not  as  great  in  proportion  as  the  above,  is 
nevertheless  a  large  percentage  of  the  local  rates.  When  it  is  remem- 
bered that  in  the  BurThham-Hanna-Munger  case,  14  I.  C.  C,  299,  we 
finally  applied  from  the  Mississippi  River  a  rate  only  5  cents  lower  to 
traffic  coming  from  beyond  than  the  local  rate,  it  will  be  seen  that 
mo  such  difference  as  that  suggested  by  the  complainants  could  be 


SUMMARY  113 

recognized,  and  it  is  admitted  by  them  that  unless  figures  approxi- 
mating these  can  be  used  no  special  benefit  would  be  obtainable 
from  the  establishment  of  such  rates. 

It  is  also  true,  as  claimed  by  the  defendants,  that  substantially  the 
same  rates  should  apply  over  all  lines,  and  that  the  establishment  of 
proportional  rates  sufficiently  low  to  produce  any  effect  would  result 
in  continual  fluctuation  by  tins  line. 

Looking  at  this  whole  situation  and  having  in  mind  particularly 
the  rates  which  we  must  establish  in  justice  to  the  rail  carriers,  we 
are  of  the  opinion  on  the  whole  that  to  attempt  to  name  proportional 
rates,  as  requested  by  the  complainants,  would  not  under  the  circum- 
stances be  a  wise  or  proper  move.  These  rail  carriers  should  be  re- 
quired to  maintain  reasonable  rates  with  all  responsible  steamship 
linesplying  between  the  Atlantic  seaboard  and  Galveston.  They  should 
be  required  to  accept  as  their  division  of  the  through  rate  a  reasonable 
sum,  which  may  well  be  substantially  less  than  their  just  local  charges. 
If  any  steamship  company  is  content  to  take  as  its  division  materially 
less  than  what  is  now  accepted  by  the  present  steamship  lines,  that 
is  a  substantial  reason  for  a  reduction  of  the  total  through  charge,  but 
we  are  strongly  of  the  opinion  that  the  establishment  of  proportional 
rates  would  introduce  a  novel  and  untried  element  into  this  situation, 
that  it  would  result  in  no  general  benefit,  that  it  might  lead  to  dis- 
crimination in  many  instances,  and.  that  upon  the  whole  the  experi- 
ment ought  not  to  be  tried. 

Indeed,  the  complainants  themselves,  realizing  the  impossibility  of 
obtaining  proportional  rates  low  enough  to  be  of  much  avail,  have 
devoted  themselves  mainly  to  the  attempt  to  demonstrate  that  the 
present  joint  rates  are  unreasonable,  and  this  is  the  real  question  for 
determination. 

The  complaint  in  No.  2904  puts  in  issue  the  reasonableness  of  the 
through  rate  from  the  Atlantic  seaboard  to  -points  in  the  state  of 
Texas;  but  that  phase  of  the  case  has  not  been  urged  in  the  trial 
and  is  not  considered  here.  Since  the  advent  of  the  Texas  City  line 
port-to-port  rates  have  been  so  reduced  that  the  combination 
through  Galveston  of  the  port-to-port  rate  and  the  rate  of  the  Texas 
commission  has,  in  all  cases,  made  a  lower  through  charge  than  the 
joint  through  rate.  No  business  moves,  therefore,  upon  the  joint 
rate,  and  no  joint  rate  which  this  Commission  would  be  likely  to 
establish  would  be  as  low  as  the  combination.  Hence  shippers  in 
Texas  are  satisfied  with  the  present  situation,  especially  as  long  as 
the  high  rate  must  be  paid  by  their  competitors  in  Oklahoma. 

We  proceed  to  consider,  therefore,  the  reasonableness  of  these 
through  rates  to  points  outside  the  state  of  Texas,  taking,  first, 
Wichita  and,  examining  the  first-class  rate,  which  is  now  $1.80. 


114  FREIGHT  RATES— WESTERN  TERRITORY 

This  rate  applies  as  a  blanket  from  all  points  in  Atlantic  seaboard 
territory  as  defined  by  these  tariffs.  This  territory,  it  will  be  remem- 
bered, is  of  considerable  extent.  Lines  of  railroad  leading  from  inte- 
rior points  to  New  York,  which  is  the  port  from  which  all  sailings 
occur,  generally  have  rails  of  their  own  and  are  always  parts  of 
through  routes  by  which  this  traffic  could  be  handled  directly  from 
the  point  of  origin  to  the  southwest  by  all-rail  movement.  They 
are  therefore  antagonistic  to  the  movement  via  Galveston  and  exact 
for  their  service  from  the  interior  up  to  New  York  full  local  charges. 
The  line  from  the  Atlantic  seaboard  via  Galveston  really  begins  at 
New  York,  and  the  expense  of  bringing  this  traffic  up  to  New  York 
and  getting  it  to  the  dock  of  the  steamship  at  New  York  is  an  outlay 
which  must  be  borne  by  the  Galveston  line. 

The  defendants  went  into  an  elaborate  computation  with  a  view 
to  determine  the  average  rail  haul  from  the  interior  point  to  New 
York,  reaching  the  conclusion  that  this  was  slightly  in  excess  of  300 
miles.  But  the  method  employed  and  the  conclusion  reached  are 
worthless  for  the  purpose  of  this  discussion.  Each  station  in  Atlantic 
seaboard  territory  was  taken  and  the  average  distance  arrived  at  by 
adding  together  the  sum  of  the  distances  from  each  station  and 
dividing  by  the  number  of  stations.  A  result  so  reached  is  of  no 
significance  here,  since  the  amount  of  traffic  originating  at  each  sta- 
tion is  not  by  any  means  the  same. 

A  very  large  proportion  of  the  business  which  seeks  the  water 
route  via  Galveston  comes  from  New  York  itself  or  from  that  indus- 
trial center,  and  pays  virtually  no  rail  transportation  charge.  •  Much 
of  it  originates  at  comparatively  nearby  points.  The  record  con- 
tains no  data  from  which  an  accurate  conclusion  can  be  drawn;  but, 
making  the  best  estimate  possible,  it  seems  probable  that  the  average 
rail  haul  estimated  upon  all  traffic,  including  that  originating  in  the 
city  of  New  York,  would  be  equivalent  to  100  miles. 

The  first-class  rate  applicable  to  a  haul  of  this  distance  in  that 
territory  would  be  about  25  cents,  and  it  is  probably  just  to  allow 
these  defendants  to  charge  25  cents  per  100  pounds  against  the  ex- 
pense of  bringing  traffic  which  moves  under  the  first-class  rate  to 
the  city  of  New  York. 

There  is  in  addition  to  this  a  drayage  charge  upon  traffic  reaching 
New  York  by  rail  and  perhaps  a  drayage  absorption  in  case  of  traffic 
originating  in  New  York,  which  is  fairly  equivalent  to  another  5 
cents  per  100  pounds  on  first-class  business. 

This  freight  is  handled  under  what  is  known  as  an  insured  bill  of 
lading;  that  is,  the  marine  insurance  is  paid,  not  by  the  shipper,  as  is 
usually  the  case  with  water-borne  traffic,  but  by  the  carrier  on  account 
of  the  shipper,  and  it  was  said  that  this  would  amount  in  case  of 
first-class  business  to  at  least  5  cents  per  100  pounds  more. 


SUMMARY  115 

These  originating  charges  are  deducted  from  the  through  rate  before 
the  division  is  made,  and  so  deducting  there  remains  to  the  water 
line  from  New  York  to  Galveston  and  the  rail  line  from  Galveston  to 
Wichita  out  of  the  $1.80  rate  $1.45,  which  is  divided,  35  per  cent  to 
the  .water  line  and  65  per  cent  to  the  rail  line.  Stating  these  divisions 
in  cents,  the  rail  line  would  receive  94£  cents,  the  water  line  50£  cents. 

We  have  held  that  a  first-class  rate  from  Galveston  to  Wichita  of 
$1.32  would  be  reasonable.  The  division  received  by  the  rail  carrier 
ought  to  be  less  than  its  local  rate,  but  it  can  hardly  be  said  that  94$ 
cents  would  be  an  unreasonable  charge  for  the  rail  part  of  this  through 
service. 

It  remains  to  inquire  whether  the  division  in  this  case  is  upon  a 
fair  basis  or  whether  the  water  line  receives  more  than  is  justly  its 
due,  and  whether,  therefore,  the  through  rate  can  be  properly  reduced 
by  reducing  the  division  of  the  water  carrier. 

It  has  already  been  stated  that  this  record,  as  originally  made  up 
by  the  parties,  contained  almost  no  evidence  upon  the  cost  of  water 
transportation  or  the  reasonable  charge  for  handling  this  business 
from  New  York  to  Galveston.  For  this  reason  the  case  was  reopened 
by  the  Commission  upon  its  own  initiative  and  a  considerable  amount 
of  testimony  bearing  upon  that  point  taken.  But  the  record  even 
now  affords  no  basis  for  a  satisfactory  conclusion,  nor  indeed  is  it  easy 
to  see  how  such  a  basis  can  be  supplied. 

The  conditions  governing  water  transportation  are  entirely  unlike 
those  pertaining  to  transportation  by  rail.  The  cost  of  operating 
the  ship  is  practically  the  same  whether  it  carries  a  full  cargo  or  no 
cargo.  The  profitableness  of  this  operation  under  a  given  schedule 
of  rates  would  depend  wholly,  therefore,  upon  the  ability  of  the  ship 
to  obtain  a  proper  load.  Much  would  depend,  also,  on  the  possi- 
bility of  obtaining  a  loading  in  both  directions. 

We  have  before  us  the  rates  charged  from  port  to  port  before  the 
Texas  City  line  began  operations,  and  the  rates  in  effect  at  the  time 
of  the  hearing.  The  manager  of  the  Texas  City  company  stated 
that  his  present  rates  were  reasonably  satisfactory,  although  they 
were  much  less  than  those  formerly  in  effect. 

We  are  satisfied  that  the  monopolistic  conditions  which  have 
existed  in  this  water  traffic  between  the  Atlantic  seaboard  and  Gal- 
veston have  resulted  in  excessive  charges,  but  to  what  extent  it  is 
impossible  to  say. 

As  bearing  upon  the  reasonableness  of  these  through  charges  and 
of  the  divisions  before  us  an  attempt  was  made  to  determine  the 
number  of  water  miles  whieh  should  be  taken  as  equivalent  to  one 
rail  mile.  It  was  said  by  the  defendants  that  the  ordinary  propor- 
tion was  about  three  to  one,  while  the  complainants  insisted  that  in 


116         FREIGHT  RATES— WESTERN  TERRITORY 

the  case  before  us,  at  least,  not  less  than  seven  to  one  would  be  the 
fair  proportion. 

This  record  shows  that  the  expense  of  operating  the  ship  upon  the 
ocean  is  not  great,  and  that  the  terminal  or  dockage  expenses  are  the 
more  serious  item.  It  was  said  that  of  the  total  expenses  60  per 
cent  were  at  the  dock  and  40  per  cent  uporcftlie  ocean.  Plainly, 
therefore,  in  determining  the  number  of  water  miles  which  shall  be 
set  over  against  a  rail  mile  as  the  basis  of  division  everything  must 
depend  upon  the  length  of  the  haul.  The  cost  of  transportation  per 
mile  by  water  is  comparatively  high  for  short  distances  and  very 
small  for  long  distances. 

It  is  also  evident  that  much  must  depend  upon  the  character  of  the 
rail  mileage  with  which  the  division  is  to  be  made.  The  cost  of  the 
water  transportation  between  New  York  and  Galveston  is  the  same 
whether  the  traffic  is  to  be  taken  from  New  York  to  an  interior  poinlr 
or  to  Galveston,  but  the  first-class  rate  for  a  given  distance  from 
Galveston  is  twice  that  from  New  York. 

Plainly  it  is  impossible  to  determine  with  exactness  the  number  of 
rail  miles  which  should  be  charged  against  this  water  haul,  but  for 
the  purposes  of  this  discussion  we  assume  that  the  contention  of  the 
complainants  is  in  the  main  correct.  The  total  distance  from  New 
York  to  Galveston  is  slightly  less  than  2,200  miles,  and  we  have 
assumed  that  this  distance,  as  compared  with  a  rail  haul  of  the  char- 
acter of  that  from  Galveston  to  either  Wichita  or  Denver,  would  be 
fairly  equivalent  to  350  miles. 

The  distance  from  Galveston  to  Wichita  is  700  miles,  and  upon  the 
basis  above  named  the  rail  carrier  would  be  entitled  to  two-thirds, 
or  66§  per  cent,  of  the  net  amount  for  division,  which  is  almost 
exactly  the  figure  used. 

We  must  find,  therefore,  that  the  rate  of  $1.80  from  Atlantic  sea- 
board territory  to  Wichita  is  not  excessive;  and  what  is  true  of  the 
first-class  rate  is  true  of  the  other  classes. 

The  first-class  rate  from  Atlantic  seaboard  territory  to  Denver  is 
$2.34.  Deducting  from  this  35  cents,  the  gathering  charge  at  the 
eastern  end,  which  must  be  paid  before  the  through  rate  is  divided, 
there  is  left  $1.99  to  cover  the  transportation  from  New  York  to 
Denver. 

Assuming  that  the  water  distance  from  New  York  to  Galveston  is 
equivalent  to  350  rail  miles  and  that  the  distance  from  Galveston  to 
Denver  is  1,100  miles,  we  have  a  total  rail  haul  of  1,450  miles  which 
this  rate  covers. 

We  have  just  held  that  $1.80  from  Galveston  to  Denver  for  1,100 
miles  is  not  excessive.  In  the  Salt  Lake  case,  previously  referred  to,  we 
established  as  reasonable  a  first-class  rate  of  $1.90  for  an  average  haul 


SUMMARY  117 

of  about  1,100  miles.  In  the  Reno  case,  19  I.  C.  C,  238,  we  fixed  a 
first-class  rate  of  $2.50  from  the  Missouri  River  to  Reno,  a  haul  of 
about  1,600  miles,  and  to  Winnomucca,  a  distance  of  approximately 
1,400  miles,  the  rate  was  made  S2.38. 

If  these  rates,  and  they  were  all  named  in  cases  recently  decided  and 
carefully  investigated  and  considered,  are  to  be  taken  as  reasonable, 
then  certainly  we  can  not  hold  that  SI. 99  is  excessive  for  a  total  haul 
of*  1,450  miles  over  railroads  of  the  character  of  those  between 
Galveston  and  Denver.  We  are  therefore  constrained  to  hold  that 
the  rate  from  Atlantic  seaboard  territory  to  Denver  is  not  unreason- 
able. 

There  remains  for  consideration  the  rate  from  Atlantic  seaboard 
territory  to  Oklahoma  City,  which  is  the  same  as  to  Wichita — $1.80 
first  class. 

The  distance  from  Galveston  to  Oklahoma  City  is  about  550  miles. 
Adding  ,to  this  350  miles  for  the  water  line  from  New  York,  there 
results  a  rail  distance  of  900  miles.  Deducting  from  the  through  rate 
the  gathering  charge,  Si. 45  is  left  to  be  applied  to  this  rail  haul  of  this 
distance. 

In  the  Texas  Commission  case,  already  referred  to,  we  approved  a 
first-class  rate  of  Si. 47  for  an  average  distance  of  approximately  800 
miles.  In  this  case  we  have  just  established,  as  reasonable  a  rate  of 
SI. 32  from  Galveston  to  Wichita,  a  distance  of  700  miles.  Upon 
analogy  with  these  cases  in  the  same  territory  it  must  be  held  that  SI. 45 
first  class  is  not  an  excessive  charge  from  Atlantic  seaboard  territory 
to  Oklahoma  City. 

The  hardship  which  the  present  adjustment  of  rates  imposes  upon 
central  Oklahoma  points  has  been  strongly  urged  upon  the  attention 
of  the  Commission  in  this  proceeding.  The  Texas  commission  estab- 
lishes rates  upon  a  mileage  basis  up  to  a  certain  distance  beyond 
which  the  rate  applies  as  a  blanket  to  all  Texas  common  points. 
Thus,  the  first-class  rate  from  Galveston  for  a  distance  of  approxi- 
mately 300  miles  is  87  cents  and  this  same  rate  applies  to  the  northern 
border  of  Texas,  a  distance  of  450  miles.  This  gives  the  distributing 
cities  in  the  north  of  Texas,  which  wholesale  in  competition  with 
Oklahoma  points,  a  distinctly  lower  rate  from  the  Atlantic  seaboard 
than  Oklahoma  enjoys,  and  undoubtedly  results  in  a  decided  advan- 
tage to  Texas  jobbing  centers  in  case  of  articles  purchased  upon  the 
Atlantic  seaboard. 

But  this  discrimination  is  one  which  this  Commission  is  powerless 
to  remedy.  The  Texas  rates  are  a  matter  of  domestic  concern  over 
which  we  exercise  no  control.  The  so-called  discrimination  results 
not  from  the  Texas  rates,  but  from  the  fact  that  under  the  de- 
cision of  the  Supreme  Court  of  the  United  States  the  shipper,  by 


118  FREIGHT  RATES— WESTERN  TERRITORY 

taking  possession  of  Ins  traffic  at  Galveston,  can  obtain  the  benefit 
of  the  water  rate  to  Galveston  and  the  rail  rate  from  Galveston, 
although  the  shipment  is,  in  point  of  fact,  an  interstate  movement. 
If  the  results  which  flow  from  this  holding  are  not  satisfactory  Con- 
gress may  easily  provide  that  a  .movement  which  is  interstate  in 
fact  shall  not  be  converted  into  two  local  movements  by  an  inter- 
vening possession.  In  that  case  this  Commission  could  establish  a 
reasonable  rate  to  Texas  points  which  must  be  applied  to  all  ship- 
ments from  the  Atlantic  seaboard  to  those  points,  and  discrimination 
resulting  from  abnormal  conditions  like  that  before  us  would  be  ren- 
dered impossible.  To-day  this  Commission,  while  it  recognizes  the 
existence  of  a  discrimination,  can  not  pronounce  it  unlawful. 

Upon  the  east  Oklahoma  City  is  in  competition  with  jobbers  at 
Fort  Smith,  Ark.,  which  is  alleged  to  enjoy  rates  much  lower  than  its 
relative  location  would  warrant.  The  carriers  assert  that  this  is  due 
to  competitive  conditions,  but  that  situation  is  not  before  us.  We 
are  considering  here  simply  the  reasonableness  of  the  rate  from  the 
Atlantic  seaboard  via  Galveston. 

The  whole  case  of  the  complainants  rests  upon  the  assertion  that 
the  cost  of  transportation  via  Galveston  is  less  than  via  other  routes, 
and  that  if  this  route,  which  is  termed  the  "natural"  route,  were 
given  its  legitimate  opportunity,  lower  rates  would  result.  But  can 
it  be  affirmed  with  confidence  that  the  cost  of  handling  business 
from  Atlantic  seaboard  territory  is  less  by  this  route  than  by,  for 
example,  the  rail-and-lake  route  to  Chicago  ? 

The  distance  from  Chicago  to  Denver  is  slightly  less  than  from 
Galveston  to  Denver.  The  distance  from  Chicago  to  Wichita  is 
almost  exactly  the  same  as  from  Galveston  to  Wichita.  If,  therefore, 
this  traffic  can  reach  Chicago  from  Atlantic  seaboard  points  at  as 
low  a  transportation  charge  as  Galveston,  then  there  is  no  reason 
why  the  rate  through  Galveston  should  be  lower  than  the  rail-water- 
rail  rate  through  Chicago. 

We  have  already  seen  that  the  cost  of  delivering  traffic  from  Atlan- 
tic seaboard  territory  upon  the  dock  at  New  York,  from  which  it  is 
taken  by  the  steamship  to  Galveston,  is  equivalent  to  a  rail  haul 
of  100  miles  plus  a  drayage  charge.  The  average  rail  haul  from 
this  same  territory  to  Buffalo  would  be  probably  300  miles.  From 
Buffalo  to  Chicago  the  distance  by  water  is  approximately  900  miles. 
When  the  greater  competition  from  these  points  to  Chicago  by  rail 
and  water  as  well  as  by  all-rail  lines  is  considered,  can  it  be  asserted 
that  the  rate  on  the  average  from  Atlantic  seaboard  territory  to 
Galveston  should  be  less  than  that  to  Chicago  ? 

Let  this  situation  be  restated.  It  costs  the  Galveston  line  30  cents 
per  100  pounds  upon  the  average  to  concentrate  from  Atlantic  sea- 


SUMMARY  119 

board  territory  first-class  freight  upon  the  dock  at  New  York.  There 
is  a  further  charge  for  marine  insurance,  which  is  borne  by  the  carrier, 
but  which,  in  comparing  the  Galveston  rate  with  the  Chicago  rate, 
may  be  disregarded,  since  the  rail-and- water  rate  to  Chicago  also 
carries  with  it  at  the  present  time  an  item  of  marine  insurance. 

We  have  held  that  the  water  haul  from  New  York  to  Galveston 
may  be  fairly  equivalent  to  a  rail  haul  for  350  miles  in  southwestern 
territory.  The  Texas  commission  names  a  first-class  rate  of  80  cents 
for  245  miles,  and  the  Commission  has  approved  this  as  reasonable 
in  the  Shreveport  case,  23  I.  C.  C,  31.  We  have  just  found  that  $1.12 
is  a  just  rate  for  550  miles  from  Galveston  to  Oklahoma  City.  In 
the  Cincinnati  case,  18  I  C.  C-,  440,  the  Commission  established  as 
reasonable  a  first-class  rate  of  70  cents  for  a  distance  of  336  miles  from 
Cincinnati  to  Chattanooga,  and  this  rate,  as  stated  in  that  opinion, 
is  below  the  ordinary  rate  in  southern  territory  for  a  corresponding 
number  of  miles  We  could  not,  certainly,  establish  for  a  distance 
of  350  miles  with  any  consistency  a  first-class  rate  of  less  than  70 

cents. 

But  suppose,  instead  of  taking  this  rate,  we  take  the  low  com- 
petitive rate  in  effect  at  one  time  via  the  Texas  City  fine,  which  was 
50  cerits,  and  add  to  that  the  gathering  charge  of  30  cents.  The  result 
would  be  a  first-class  rate  of  80  cents  from  Atlantic  seaboard  terri- 
tory to  Galveston,  while  the  rate  now  in  effect  from  New  York  to 
Chicago  via  rail  and  water  is  62  cents,  and  the  average  rate  from 
Atlantic  seaboard  territory  would  not  probably  differ  much  from  that 
figure. 

The  complainants  have  suggested  that  we  ought  to  establish  a 
rate  from  New  York  City  lower  than  from  the  remainder  of  Atlantic 
seaboard  territory  and  that  we  should  compel  rail  lines  leading  from 
various  points  in  that  territory  to  New  York  to  join  in  through  rates 
from  the  point  of  origin. 

It  is  somewhat  doubtful  whether  the  commission  has  jurisdiction 
to  do  this  even  though  the  complaint  was  so  framed  as  to  cover  the 
making  of  such  an  order.  The  statute  requires  us  to  give  carriers 
the  benefit  of  the  long  haul  in  establishing  joint  rates.  Could  we, 
for  example,  taking  Albany  again  as  a  point  of  departure,  establish 
via  the  New  York  Central,  through  New  York  to  Wichita,  a  joint 
through  rate,  thereby  depriving  the  New  York  Central  of  the  longer 
haul  on  this  business,  either  rail-and-lake  or  all-rail  ? 

But,  assuming  that  we  might  do  this,  the  net  result  could  only  be  a 
comparatively  slight  reduction  in  rates  as  at  present  constructed, 
namely,  the  difference  between  the  local  rates  of  originating  lines 
to  New  York  City  and  a  fair  division  of  the  through  rate  to  those" 
lines.     The  carriers  protested   against  any  change  in   the  present 


120  FREIGHT  RATES— WESTERN  TERRITORY 

blanket  system  and  the  complainants  did  not  insist  upon  it,  except 
as  one  means  of  possibly  forcing  lower  rates  than  the  present. 

Great  stress  is  laid  by  the  complainants  upon  the  fact  that  lines 
leading  from  the  south  Atlantic  ports  accept  for  their  service  up  to 
the  Mississippi  River  the  low  divisions  which  they  do.  It  is  said  that 
many  of  these  lines  are  no  stronger  than  lines  leading  from  Galveston 
to  Wichita  and  to  Denver,  and  we  are  asked  to  apply  as  divisions  to 
these  latter  hues  the  same  amounts  per  mile  which  the  south  Atlantic 
rail  lines  accept. 

This  argument  overlooks  the  fact  that  the  rate  via  these  south 
Atlantic  ports  is  strictly  competitive.  It  is  the  rate  from  New  York 
to  Chicago,  whether  it  be  by  rail,  by  rail-and-water,  or  by  ail-water 
which  fixes  the  charge  from  New  York  through  the  south  Atlantic 
port  to  the  Mississippi  River.  That  rate  must  be  less  than  the  all-rail 
rate  or  business  will  not  move  via  that  route.  Hence,  the  rate  can 
not  be  said  to  be  voluntary  and  ought  not  to  be  used  as  a  standard 
of  comparison. 

It  was  said  that  owing  to  the  disadvantages  of  the  Galveston  route 
in  length  of  time,  etc.,  a  differential  should  be  accorded  to  that 
route;  but  this  is  a  matter  in  which  these  complainants  have  no 
interest.  They  are  satisfied  with  the  service  via  the  south  Atlantic 
ports,  which  is  better  than  that  via  Galveston.  They  frankly  state 
that  the  purpose  of  this  proceeding  is  to  secure  lower  rates  to  which 
they  believe  they  are  entitled  by  the  Gulf.  We  do  not,  therefore, 
consider  the  question  of  differentials.  We  simply  hold  that  present 
rates  from  Atlantic  seaboard  territory  to  these  southwestern  points 
are  not  unreasonable. 

No  reference  has  been  made  to  many  of  the  facts  shown  in  evidence 
and  the  arguments  adduced  in  the  course  of  this  proceeding.  The 
fundamental  contention  has  been  stated,  and  with  this  contention 
after  the  most  patient  investigation  we  are  unable  to  agree. 

The  complaints  numbered  2904  and  4586  will  be  dismissed.  An 
order  will  be  entered  in  No.  2900  establishing  from  Galveston  to 
Wichita  and  Oklahoma  City  the  class  rates  found  reasonablo, 


SUMMARY  121 

The  illustrations  given  of  the  existing  rates  in  Western 
Territory  show  that  the  rates  as  a  whole  are  higher  than 
those  of  the  territories  east  of  the  Mississippi  River.  As 
the  tendency  of  freight  rates  is  downward,  it  is  quite 
reasonable  to  anticipate  that  as  this  portion  of  the 
country  is  developed  through  the  vast  irrigation  projects 
and  by  the  colonization  of  what  is  now  arid  territory, 
the  increase  in  the  volume  of  traffic  will  force  the  level 
of  the  current  rates  to  a  scale  which  will  compare  quite 
favorably  with  that  in  other  sections  of  the  country. 

In  the  preceding  chapters  an  outline  of  the  more  im- 
portant rate  adjustments  has  been  given.  It  should  be 
borne  in  mind,  however,  that  there  are  many  cases  where 
the  general  basis  must  be  disregarded  and  individual 
rates  established  without  regard  to  the  general  adjust- 
ments. This  is  very  effectively  illustrated  by  the 
following  remarks  of  Mr.  R.  S.  Lovett,  made  before  the 
Railroad  Securities  Commission  in  1910.  Mr.  Lovett  was 
Chairman  of  the  Executive  Committee  of  the  Union 
Pacific  Railroad  at  the  time  he  delivered  this  speech. 

I  have  been  rather  intimately  connected  with  the  management 
of  railroads  for  over  twenty-five  years.  *  *  *  If  you  ask  me 
to  state  all  the  factors  that  entered  into,  and  that  still  enter  into, 
the  making  of  rates,  it  is  impossible  for  me  to  do  so.  They  are 
as  innumerable  as  the  transactions  in  the  commercial  and  business 
life  of  the  nation.  They  grew  out  of  the  needs  of  each  commu- 
nity, each  station,  each  industry,  each  commodity,  and  each  indi- 
vidual ;  and  as  the  needs  of  one  of  these  were  met  the  rate  result- 
ing would  often,  and  I  may  say  generally,  affect  a  different  com- 
munity and  different  individuals  in  such  other  community,  and 
require  the  readjustment  of  the  rate  there ;  and  so  on  almost 
without  limit.  Out  of  such  considerations  as  these  the  present 
system  of  rates  grew.  *  *  *  Such  changes  in  rate  schedules 
must  be  made  from  time  to  time;  and  the  method  of  making 


122        FREIGHT  RATES— WESTERN  TERRITORY 

them  must  be  very  flexible,  so  as  to  respond  to  the  needs  and 
requirements  of  business  in  each  community  and  in  each  indus- 
try, if  our  commercial,  industrial,  and  agricultural  development 
is  to  continue  naturally. 

Scarcely  a  day  passes  but  that  some  complaint  is  filed  with  the 
Interstate  Commerce  Commission  or  with  the  various  state  com- 
missions, questioning  the  reasonableness  of  rates  long  existing. 

Especially  has  this  been  true  in  recent  years  (since  1907), 
many  axes  having  been  ground  on  the  carriers '  rates.  The  ques- 
tion of  reasonable  and  unreasonable  rates  involves  so  many  fac- 
tors that  it  is  impossible  to  discuss  them  at  this  time.  Suffice  it 
to  say  that  it  must  be  clearly  proved  that  the  rates  complained 
of  result  in  the  curtailment  of  the  advantages  to  which  a  local- 
ity, individual,  or  commodity  is  naturally  entitled. 


TEST  QUESTIONS 

These  questions  are  for  the  student  to  use  in  testing 
Lis  knowledge  of  the  assignment.  The  answers  should 
be  written  out,  but  are  not  to  be  sent  to  the  University. 

1.  What  is  the  rate  structure  in  the  Territory  of  the  South- 
western Tariff  Committee  partially  the  result  of  ? 

2.  What  is  and  has  been  the  policy  of  the  State  Railroad 
Commission  of  Texas? 

3.  What  other  system  of  rate-making  in  the  United  States 
resembles  the  system  employed  in  Texas? 

4.  Into  what  territorial  divisions   is  the   State   of   Texas 
divided  ? 

5.  AVhat  are  the  rates  for  Common  Point  Territory? 

6.  In  what  way  does  this  system  of  rate-making  enable 
jobbing  centers  to  compete  with  each  other? 

7.  How  does  it  affect  competition  between  points  within  the 
state  and  those  in  adjoining  territories? 

8.  Why  cannot  rates  made  on  the  distance  principle  stand 
the  test  of  competition? 

9.  What  are  the  principles  of  competition  in  this  territory  ? 

10.  How  is  the  degree  of  competition  between  markets  of 
production  expressed? 

11.  What  has  the  Interstate  Commerce  Commission  to  say 
relative  to  differentials? 

12.  What  is  direct  market  competition? 

13.  Give  an  illustration  of  the  indirect  competition  between 
transportation  routes. 

14.  AVhat  kind  of  competition  exists  between  carriers? 

15.  Name  five  cities  that  are  located  in  Texas  Common  Point 
Territory. 

16.  Who  promulgates  the  Texas  intrastate  class  rates?   Com- 
modity rates? 

17.  How  are  the  distances  between  points  within  the  State  of 
Texas  ascertained  ? 

18.  When  may  a  combination  of  local  distances  be  employed  ? 

19.  How  are  joint  rates  constructed? 

20.  Are  specific  rates  from  point  to  point  authorized  by  the 
State  Railroad  Commission? 

21.  How  are  rates  on  the  Chicago,  Rock  Island  &  Gulf  Rail- 
way constructed? 

123 


124  TEST  QUESTIONS 

22.  "Where  is  Differential  Territory  located  ? 

23.  What  is  the  basis  for  the  construction  of  rates  between 
points  in  Texas  Common  Point  Territory  and  points  in  Texas 
Differential  Territory?  Give  an  illustration  of  the  application 
of  this  basis. 

24.  Are  exceptions  made  to  the  general  basis? 

25.  Is  the  long-and-short-haul  clause  strictly  adhered  to? 

26.  On  what  general  kind  of  commodities  does  the  State  of 
Texas  authorize  commodity  rates  ? 

27.  How  are  joint  rates  on  shipments  of  stock  cattle  con- 
structed ? 

28.  What  are  the  minimum  weights  on  shipments  of  horses, 
mules,  etc.,  when  shipped  in  cars  36  feet  in  length  ?  When  they 
are  shipped  in  cars  in  excess  of  40  feet  in  length? 

29.  What  is  the  general  application  of  the  rate  prescribed 
on  live  stock  ? 

30.  How  is  a  ' '  stable  car ' '  denned  ? 

31.  Enumerate  several  exceptions  to  the  application  of  the 
general  basis  for  rates. 

32.  What  is  the  rule  relative  to  the  rule  of  mixed  carload 
shipments  of  live  stock? 

33.  Has  the  trend  of  the  St.  Louis-Texas  Common  Point 
rates  been  upward  or  downward? 

34.  What  rates  to  other  parts  of  the  country  does  the  Inter- 
state Commerce  Commission  say  furnish  some  guide  as  to  what 
are  proper  class  rates  to  Texas  Common  Points? 

35.  What  are  the  defined  territories?  Name  a  principal 
point  in  each  one  of  them. 

36.  Define  the  differential  adjustment. 

37.  Do  the  differentials  from  any  one  of  the  defined  terri- 
tories fluctuate? 

38.  Is  the  basis  for  the  construction  of  southbound  rates  the 
same  as  that  employed  for  the  construction  of  northbound  rates  ? 

39.  How  are  class  rates  from  Texas  Common  Points  to  Utah 
Common  Points  constructed? 

40.  How  are  .rates  from  Texas  points  to  Central  Freight 
Association  points  constructed? 

41.  How  would  a  rate  from  Pittsburgh-Buffalo  Territory  to 
a  point  in  Texas  Differential  Territory  be  constructed  ? 

42.  Via  what  route  does  the  bulk  of  the  traffic  originating  in 
Trunk  Line  and  New  England  territories  move  into  the  State  of 
Texas? 

43.  How  are  established  lines  defined? 

44.  Would  you  say  the  business  from  this  territory  is  highly 
competitive  ?    Why  ? 


TEST  QUESTIONS  125 

45.  How  does  the  service  of  the  Gulf  lines  compare  with 
that  of  the  railroads? 

46.  To  what  territories  do  the  water  lines  compete  with  the 
all-rail  routes? 

47.  Define  the  jurisdiction  of  the  Interstate  Commerce  Com- 
mission over  the  traffic  of  the  water  carriers. 

48.  How  do  the  water  rates  from  New  York  to  Galveston 
compare  with  the  all-rail  rates  ? 

49.  What  section  of  the  country  would  you  say  enjoyed  a 
great  advantage  because  of  the  service  afforded  by  the  water 
routes  ? 

50.  How  are  the  water-and-rail  rates  to  interior  points  in  the 
State  of  Texas  constructed  ? 

51.  How  are  rates  from  interior  seaboard  points  and  Atlantic 
Seaboard  territories  constructed  ? 

52.  How  far  west  may  shippers  avail  themselves  of  the  serv- 
ice via  New  York? 

53.  Give  an  example  of  the  construction  of  rates  from  an 
interior  point  in  Seaboard  Territory  to  a  point  in  Texas  Common 
Point  Territory. 

54.  How  are  rates  from  Atlantic  Seaboard  Territory  to 
points  in  Texas  Differential  Territory  constructed? 

55.  What  is  the  basis  employed  in  the  construction  of  com- 
modity rates  via  these  routes? 

56.  By  whom  are  intrastate  rates  in  the  State  of  Arkansas 
prescribed  ? 

57.  Comparing  these  rates  with  those  prescribed  by  the 
Railroad  Commission  of  Texas,  do  they  show  any  points  of 
similarity  ? 

58.  What  is  the  basis  for  the  construction  of  joint  rates 
over  two  lines? 

59.  Is  the  same  basis  employed  in  constructing  rates  over 
three  or  more  lines  ? 

60.  What  other  system  of  rate-making  does  that  employed 
in  constructing  interstate  rates  resemble? 

61.  What  are  the  more  important  basing  points? 

62.  Enumerate  several  of  the  more  important  Arkansas 
Junction  Points. 

63.  On  traffic  moving  from  the  east,  what  basing  point  enjoys 
the  most  favorable  location  ? 

64.  What  is  the  method  employed  in  establishing  interstate 
rates  to  local  points  within  the  State  of  Arkansas? 

65.  Does  the  grouping  of  defined  territories  on  traffic  des- 
tined to  points  in  Arkansas  resemble  that  employed  in  the 
adjustment  of  rates  to  Texas? 


126  TEST  QUESTIONS 

66.  How  are  all-rail  rates  from  points  in  Seaboard  Territory 
to  Arkansas  Common  Points  constructed  ? 

67.  Are  differentials  conceded  the  lines  via  South  Atlantic 
and  Gulf  ports  ?    How  are  the  rates  established  ? 

68.  "Who  prescribes  the  intrastate  rates  applicable  on  Okla- 
homa traffic? 

69.  Give  an  illustration  of  the  competition  of  foreign  mar- 
kets. 

70.  How  do  the  rates  prescribed  by  the  Corporation  Com- 
mission of  the  State  of  Oklahoma  compare  with  those  prescribed 
by  the  State  Kailroad  Commission  of  Texas  ? 

71.  What  is  the  basis  for  the  construction  of  joint  rates  ap- 
plying within  the  State  of  Oklahoma? 

72.  Has  the  order  of  the  commission  of  Oklahoma  been  com- 
plied with  by  carriers?    If  so,  under  what  circumstances? 

73.  On  traffic  destined  to  points  within  the  State  of  Okla- 
homa, what  jobbing  centers  have  the  advantage  of  location? 

74.  What  are  the  more  important  points  in  the  Kansas  City 
Group  ? 

75.  Has  the  adjustment  employed  in  Southwestern  Territory 
been  a  subject  of  complaint? 

76.  How  may  traffic  from  the  eastern  sections  of  the  United 
States  move  to  points  in  Southwestern  Territory  ? 

77.  What  is  the  most  recent  route  to  be  developed? 

78.  What  is  said  relative  to  the  physical  condition  of  the 
lines  leading  west  from  Galveston  ? 

79.  If  rates  from  New  York  via  the  water  line  are  reduced, 
does  a  similar  reduction  from  St.  Louis  follow? 

80.  Explain  the  absorption  principle  employed  by  the  water 
lines  in  attracting  traffic  to  their  route  in  Seaboard  Territory. 

81.  Are  the  rates  to  interstate  points  insured  or  uninsured? 

82.  What  is  said  in  regard  to  the  cost  of  insurance? 

83.  Is  the  competition  between  the  water  carriers  serving 
the  Gulf  and  Atlantic  ports  bona  tide? 

84.  In  regard  to  the  division  of  the  revenue,  what  ratio  is 
employed  relative  to  the  water  haul  as  contrasted  with  the  land 
haul? 

85.  As  to  water  navigation,  how  are  the  expenses  of  operation 
divided  ? 

86.  What  is  the  total  distance  from  New  York  to  Galveston  ? 

87.  Assuming  the  movement  to  be  from  New  York  to  Wichita, 
on  what  basis  would  the  revenue  be  divided  between  the  water 
lines  and  the  rail  lines  ? 

88.  What  was  the  Commission's  conclusion'" 


TEST  QUESTIONS  127 

89.  What  is  said  with  reference  to  the  tendency  of  freight 
rates  in  this  section  of  the  country? 

90.  May  the  reasonableness  of  a  rate  between  any  two 
points  be  gauged  by  the  general  basis  employed  in  the  territory 
as  a  whole? 


FREIGHT    RATES 

WESTERN   TERRITORY 


PART  3 

TRANS- CONTINENTAL  TERRITORY 


J.   A.  BEHRLE 

Chief  of  Tariff  Bureau 
Chicago  &  Alton  Railroad 


4 


LASALLE  extension  university 

(Non-Resident  Instruction) 

CHICAGO 


Copyright,  1914 
LaSALLE  EXTENSION  UNIVERSITY 


CONTENTS 


I.     Development  of  Rates  and  Routes 

Outline  of  Territory 1 

Routes  1 

Distances    6 

Competition  of  Carriers 7 

II.     Grouping  of  Territories 

Grouping  of  Pacific  Coast  Territory 14 

Grouping  of  Eastern  Territory 15 

Grouping  of  Pacific  Coast  Points  of  Origin  or  Des- 
tination    26 

III.  Through  Rates 

Class  Rates  to  and  from  Terminal  Points 27 

Marine  Insurance  36 

Arbitrary  Rates   36 

Commodity  Rates  39 

Class  Rates  on  Eastbound  Trans-Continental  Traffic  40 
Eastbound  Commodity  Rates 44 

IV.  Local  Rates 

Local  Rates  in  Pacific  Freight  Tariff  Bureau  Ter- 
ritory    46 

Between  Stations  in  California  on  One  Hand  and  Sta- 
tions in  Arizona  and  Nevada  on  the  Other 46 

Maximum  Rates   49 

From   North   Pacific    Coast    Terminals   to    Interior 

Points    50 

Sources  of  Traffic 51 

Mileage  Rates  52 

V.    Intermediate  Rates 

Rates  to  and  from  Intermediate  Points 54 

Readjustment  of  Rates  to  Reno  and  Related  Points.  .  59 
Grouping   of   Territory   for   Construction   of   Com- 
modity Rates  to  and  from  Intermediate  Points.  ...  60 

Bases  for  Rates 62 

Rates  to  and  from  Phoenix,  Ariz 63 

Commodity  Rates 64 

Rates  to  Spokane,  "Wash 64 

Readjustment  of  Rates  to  Spokane 68 


TRANS-CONTINENTAL  TERRITORY 


CHAPTER  I 


development  of  rates  and  routes 

1.  Outline  of  Territory 

This  treatise  is  devoted  to  an  exposition  of  the  so- 
called  Trans-Continental  rate  structure.  This  structure 
is,  without  question,  the  most  comprehensive  of  any  em- 
ployed in  this  country,  as  practically  the  entire  United 
States  is  subdivided  into  groups,  from  and  to  which  rates 
are  published. 

In  the  comparatively  small  issues  of  the  Trans-Conti- 
nental Freight  Bureau  it  is  possible  to  obtain  rates  be- 
tween Pacific  Coast  Terminal  Points  and  related  points 
on  the  one  hand  and  any  and  all  points  east  of  and  includ- 
ing the  Colorado  Common  Points  on  the  other  hand. 

The  grouping  of  the  territory  for  rates  to  and  from 
Pacific  Coast  Terminal  Points  is  clearly  indicated  on 
Map  7  of  the  Atlas  of  Traffic  Maps.  This  map  will  be 
found  to  be  of  much  assistance  in  following  the  discussion 
of  the  general  adjustment,  which  is  given  in  the  follow- 
ing chapters  of  this  work. 

2.  Routes 

On  traffic  between  the  Atlantic  and  Pacific  coasts  of 
the  United  States,  a  number  of  alternative  routes  with 


2  FREIGHT  RATES— WESTERN  TERRITORY 

varying  charges  are  available  to  shippers  located  on  and 
adjacent  to  either  coast:  (1)  The  all-water  routes  by 
way  of  Cape  Horn  for  sailing  vessels  and  through  the 
Strait  of  Magellan  for  steamers;  (2)  the  routes  via  the 
Isthmus  of  Panama  in  connection  with  the  Panama  Rail- 
road; (3)  the  routes  via  the  Isthmus  of  Tehuantepec  in 
connection  with  the  Tehauntepec  National  Railway, 
transferring  traffic  across  the  isthmus  by  rail  from 
Puerto  Mexico  to  Salina  Cruz,  Mex. ;  (4)  coastwise  lines 
to  South  Atlantic  and  Gulf  ports  and  thence  via  rail;  (5) 
rail-lake-and-rail  routes  during  the  season  of  navigation 
upon  the  Great  Lakes;  and  (6)  all-rail  routes. 

The  only  railroad  possessing  a  through  route  between 
the  Atlantic  and  Pacific  coasts  is  the  Southern  Pacific 
Railroad,  which  operates  a  subsidiary  company,  the  Mor- 
gan Line  of  Steamers,  between  New  York  City  and  Gal- 
veston and  New  Orleans,  transporting  the  traffic  from 
Galveston  and  New  Orleans  west  over  its  own  rails  or 
those  of  affiliated  companies. 

(a)  All-Water  Routes 

The  first  route  by  which  large  quantities  of  freight 
were  transported  from  coast  to  coast  was  by  sailing  ves- 
sel around  Cape  Horn,  and  indeed,  even  at  this  late  date, 
there  is  a  continued  movement  of  freight  by  this  way  and 
means.  The  steamships  have,  however,  to  a  great  extent 
displaced  the  sailing  vessels  by  taking  advantage  of  the 
shorter  but  more  hazardous  passage  through  the  Strait 
of  Magellan. 

Moreover,  it  may  be  safely  stated  that,  irrespective  of 
the  completion  of  the  Panama  Canal,  traffic  will  continue 
to  move  by  these  routes.    While  sailing  vessels  often  re- 


TRANS-CONTINENTAL  RATES  3 

quire  200  clays  in  which  to  complete  the  voyage,  this  very 
element  of  time  is  of  especial  advantage  on  some  traffic. 
It  has  been  stated  that  the  wine  producers  in  California 
make  use  of  this  route,  claiming  that  the  motion  of  the 
vessel  for  so  long  a  time  ages  the  product  more  rapidly 
than  any  other  known  means  and  enhances  its  value  ac- 
cordingly. 

(b )  Rail-and-W ater  Routes  via  Panama 

The  attending  perils  and  the  length  of  time  required 
by  the  voyage  around  Cape  Horn  led  to  the  establish- 
ment, in  1848,  of  a  shorter  route  by  way  of  the  Isthmus 
of  Panama.  Passengers  and  freight  were  taken  to  Colon 
by  water  and  transferred  across  the  isthmus  to  Panama 
by  stages,  or  pack  trains,  and  barges.  The  discovery  of 
gold  in  California  accelerated  traffic  via  this  route  to  a 
great  extent  and  subsequently  (in  1855)  the  Panama 
Railroad  was  completed  across  the  isthmus,  thus  con- 
necting the  Atlantic  and  Pacific  terminals.  This  rail- 
road is  still  in  existence,  being  operated  by  the  United 
States  government  through  the  Isthmian  Canal  Com- 
mission, although  its  value  for  general  traffic  has  been 
greatly  impaired  during  the  years  in  which  the  canal 
has  been  building.1  However,  when  the  canal  is  put  into 
operation  it  is  not  unlikely  that  considerable  use  will 
still  be  made  of  this  route  for  miscellaneous  cargoes 
which,  for  several  reasons,  do  not  warrant  the  expense  of 
canal  tolls,  or  which  may  be  transferred  across  the 
isthmus  via  rail  and  reshipped  to  destination  from  the 

i  Until  recently  the  Panama  Railroad  and  Steamship  Line  have  been 
used  almost  entirely  in  moving  material  for  the  construction  of  the 
Panama  Canal. 


4  FREIGHT  RATES— WESTERN  TERRITORY 

other  terminal  to  better  advantage  than  by  the  vessel 
passing  through  the  canal. 

(c)  Rail-and-Water  Routes  via  Isthmus  of  Tehuantepec 

The  competition  between  the  Panama  route  and  the 
all-water  routes  around  Cape  Horn  became  so  acute  that 
in  1907  the  American-Hawaiian  Steamship  Company, 
which  had,  in  1900,  supplanted  its  fleet  of  sailing  vessels 
(known  as  the  Clipper  Service)  around  Cape  Horn  by  a 
fleet  of  steamers  through  the  Strait  of  Magellan,  inaug- 
urated a  new  service  by  way  of  the  Isthmus  of  Tehuante- 
pec. Traffic  was  now  borne  by  water  from  New  York  to 
Puerto  Mexico  (Coatzacoalcos)  and  thence  by  rail  to 
Salina  Cruz,  where  it  was  reshipped  to  destination. 

The  rail  carriage  across  the  isthmus  is  193  miles  in 
length  and  is  over  the  Tehuantepec  National  Railway, 
which  is  owned  by  the  Mexican  government.  At  the  pres- 
ent time  the  fleet  of  the  American-Hawaiian  Steamship 
Company  consists  of  some  26  vessels,  built  and  building, 
of  from  5,000  to  12,000  tons  each.  This  company  main- 
tains a  weekly  service,  averaging  five  sailings  monthly, 
from  New  York  and  from  San  Francisco ;  the  scheduled 
time  for  a  voyage  is  25  days  to  San  Francisco,  35  days 
to  Portland,  Ore.,  and  40  days  to  Seattle,  Wash.  The 
company  is  also  engaged  in  the  Hawaiian  trade  and 
handles  immense  cargoes  of  sugar  exported  from  that 
island  to  the  United  States. 

(d)  Rail-and-Water  Routes  via  Gulf  Ports 

In  1883  a  route  linking  the  two  seaboards  was  estab- 
lished by  a  coastwise  steamer  from  New  York  to  Gal- 
veston and  New  Orleans  and  thence  by  rail  via   the 


TRANS-CONTINENTAL  RATES  5 

Southern  Pacific  Railroad  and  allied  lines  to  destina- 
tion. The  steamship  line  between  the  ports  is  known  as 
the  Morgan  Line,  and  is  owned  by  the  Southern  Pacific 
Railroad  and  operated  as  their  Atlantic  division.  It  is 
the  only  rail-and-water  route  between  the  coasts  wherein 
the  participating  lines  are  under  a  common  manage- 
ment or  control. 

The  Atchison,  Topeka  &  Santa  Fe  Railway  has  a  work- 
ing arrangement  with  the  Mallory  Line,  an  independent 
water  carrier  operating  between  New  York  and  Galves- 
ton, under  which  it  maintains  the  same  rates  as  those 
in  effect  via  the  route  of  the  Southern  Pacific  Railroad 
on  traffic  originating  at  or  destined  to  points  in  Seaboard 
Territory  to  or  from  points  beyond  the  port  of  Galves- 
ton, including  Trans-Continental  business.  These  lines 
maintain  such  an  excellent  schedule,  from  coast  to  coast 
in  from  12  to  16  days,  that  a  large  volume  of  the  Trans- 
Continental  traffic  originating  in  Trunk  Line  Territory 
is  forwarded  via  this  route. 

(e)  Rail-and-Water  Routes  via  Great  Lakes 

Still  another  route  is  that  via  the  water  carriers  oper- 
ating upon  the  Great  Lakes  between  their  eastern  and 
western  termini  and  thence  via  the  railroad  carriers 
thereto  or  therefrom.  The  rates  thus  established  are 
somewhat  less  than  the  all-rail  rates,  but  this  route  is 
available  only  during  the  season  of  navigation  upon  the 
Great  Lakes  and  does  not  exert  any  controlling  influence 
upon  the  rate  structure  as  a  whole. 


6  FREIGHT  RATES— WESTERN  TERRITORY 

(f)  All-Rail  Routes 

The  year  of  1869  marked  the  completion  of  the  Central 
Pacific  Eaihvay,  which,  with  the  Union  Pacific  Railroad, 
formed  the  first  all-rail  through  route  from  coast  to 
coast.  Today  five  great  systems  connect  the  Middle 
West  and  the  Far  West.  These  systems,  together  with 
their  subsidiary  lines,  form  many  routes  over  which 
traffic  may  move  to  and  from  this  territory,  and  an  in- 
spection of  the  existing  tariffs  indicates  that  practically 
every  carrier  of  prominence,  both  east  and  west  of  the 
Mississippi  River,  participates  with  these  systems  in  the 
maintenance  of  through  rates  and  routes  to  and  from  this 
territory. 

3.  Distances 

The  distances  from  New  York,  to  San  Francisco  via 
the  various  routes  afford  an  interesting  comparison. 

All  water  via  Strait  of  Magellan 13,135  miles 

Ocean,  rail,  and  ocean  via  Panama 5,270  miles 

Ocean,  rail,  and  ocean  via  Tehuantepec 4,246  miles 

Ocean  and  rail  via  Galveston 4.371  miles 

All  rail   3.1SS  miles 

Upon  the  completion  of  the  Panama  Canal,  the  all- 
water  routes  will  be  somewhat  shorter  than  the  present 
water-rail-and-water  routes,  the  estimated  distance  be- 
tween New  York  and  San  Francisco  being  5,262  miles. 

The  cost  of  operation  of  the  present  routes  by  way  of 
Panama  and  by  way  of  Tehuantepec  is  greatly  increased 
over  the  all-water  routes,  for  the  reason  that  on  such 
traffic  at  least  four  additional  handlings  of  shipments 
are  necessary:    (1)   the  unloading  of  the  vessel  at  the 


TRANS-CONTINENTAL  RATES  7 

isthmus,  (2)  the  loading  into  cars  at  the  eastern  terminal, 

(3)  the  unloading  from  cars  at  the  western  terminal,  and 

(4)  the  reshipping  at  that  point.  It  is  quite  reasonable 
to  anticipate  that  when  the  canal  is  completed  the  elimi- 
nation of  these  reshipping  and  loading  and  unloading 
charges,  as  well  as  an  attendant  reduction  in  expense, 
via  the  Panama  route  should  force  the  rates  to  a  still 
lower  level  than  those  in  force  at  this  time. 

4.  Competition  of  Carriers 

Having  now  shown  the  alternative  routes  that  are 
available  from  some  sections  of  the  country,  it  may  be 
well  to  consider  just  how  effective  the  competition  is 
between  the  all-water,  water-and-rail,  and  all-rail  routes. 

In  so  far  as  the  water  carriers  via  Cape  Horn  or  the 
Isthmus  of  Panama  or  the  Isthmus  of  Tehuantepec  are 
concerned,  rates  are  made  only  from  and  to  the  ports 
they  touch.  Persons  located  at  interior  points  may  avail 
themselves  of  this  service  by  rebilling  the  shipment  from 
the  port  of  call  at  the  local  rate  applying  therefrom,  the 
aggregate  charges  in  many  instances  being  less  than  the 
through  rate  of  the  all-rail  lines.  In  fact,  the  traffic 
manager  of  one  of  these  lines  stated  before  the  Inter- 
state Commerce  Commission  that  although  traffic  via 
his  line  did  not  move  in  great  quantities  from  points  west 
of  the  Buffalo-Pittsburgh  district,  his  line  had  handled 
starch  from  Chicago,  radiators  from  Detroit,  books  and 
papers  from  Milwaukee,  farm  implements  from  South 
Bend,  and  that  shipments  of  various  kinds  from  points 
west  of  this  line  were  comparatively  frequent. 

So  far  the  rates  made  by  the  water  carriers  have  been 
sufficient  in  themselves   to   attract  to   these   routes   an 


8 


FREIGHT  RATES— WESTERN  TERRITORY 


amount  of  traffic  that  taxes  their  present  facilities  to 
the  utmost. 

Table  1  gives  some  idea  of  the  volume  of  traffic  handled 
via  the  water  routes. 

TABLE  1 

Volume  of  Inter-Coastal  Water  Traffic  from  1906  to  1911 


Tons  of 

Tons  of 

Freight 

Hawaiian 
Sugar 

Yeab 

Via 

Panama 

R.  R. 

Via  Isthmus 

of   Tehuan- 

tepec 

Via    Cape 

Horn   and 

Strait    of 

Magellan 

Via    Tramp 
Vessel 

Via  Isthmus 

of    Tehuan- 

tepec 

1906 

50.S51 

140,900 

271,276 

271,324 

91,700 

1907 

42,229 

145,900 

239,553 

239,63S 

198,300 

1908 .... 

38,420 

144,200 

188.918 

89,075 

242,700 

1909 

46,823 

312,400 

74,982 

75,195 

248,100 

1010 

79,876 

306,700 

151,073 

151,073 

244.300 

1911 

211, 92S 

458,300 

137,907 

138,318 

290,000 

No  accurate  figures  can  be  obtained  as  to  the  total 
volume  of  Trans-Continental  traffic,  although  an  esti- 
mate by  officials  of  the  Trans-Continental  roads  indicated 
a  total  of  3,000,000  tons  of  westbound  freight  for  the 
year  1909.  The  tonnage  of  the  water  carriers  for  that 
year  was  313,558  tons,  or  10.5  per  cent  of  the  total,  indi- 
cating a  westbound  movement  via  rail  of  almost  90  per 
cent.  In  1911  these  figures  had  risen  to  a  total  of  3,481,- 
600  tons,  of  which  the  water  carriers  secured  494,600 
tons,  or  14.2  per  cent  of  the  total,  and  the  rail  lines  2,987,- 
000  tons,  or  85.8  per  cent. 

From  this  it  is  seen  that  water  competition  does  exist 
and  that  it  exerts  no  little  influence  upon  the  rates  that 
the  rail  carriers  may  charge;  while  there  are  some  ar- 
ticles that  the  water  lines  do  not  care  to  or  are  not  per- 


TRANS-CONTINEXTAL  RATES  9 

mitted  to  handle,  these  articles  are  but  a  small  precent- 
age  of  the  total  volume,  and  the  all-rail  structure  must  be 
built  with  a  wholesome  respect  for  the  rates  applied  via 
the  water  lines. 

At  this  time  six  water  lines  have  signified  their  inten- 
tion of  participating  in  Trans-Continental  traffic  upon  the 
opening  of  the  Panama  Canal.  Thus,  it  may  be  seen 
that  in  the  very  near  future  the  Trans-Continental  rail- 
roads will  be  called  upon  to  meet  a  competition  by  water 
which  will  be  much  more  aggressive  than  any  they  have 
been  compelled  to  meet  in  the  past,  not  only  in  so  far  as 
rates  are  concerned,  but  in  regard  to  service  as  well,  for 
it  is  anticipated  that  the  time  of  the  present  voyage  be- 
tween the  coasts  will  be  reduced  to  about  two  weeks. 

The  direct  effect  of  the  present  competition  is  felt  by 
the  all-rail  carriers  at  points  where  the  aggregate  of  the 
water  rates  plus  the  rates  from  or  to  the  ports  makes  a 
lower  rate  than  that  which  would  apply  via  rail  under 
normal  conditions. 

It  is  practically  impossible  to  show  by  specific  tariff 
reference  the  rates  that  are  made  by  the  water  lines,  be- 
cause these  carriers  are  not  subject  to  the  same  regula- 
tions governing  the  posting  and  filing  of  tariffs  with  the 
Interstate  Commerce  Commission  as  the  all-rail  lines 
are  subject  to,  but  base  their  rates,  in  some  instances,  on 
the  volume  of  traffic  offered  and  tlie  tonnage  that  they 
have  in  sight  for  their  ships.  It  is  generally  admitted, 
however,  that  on  what  is  known  as  the  Merchant  Iron 
List,  which  constitutes  very  attractive  tonnage  to  the 
water  lines  on  account  of  the  density  of  its  loading,  the 
rate  from  New  York  City  to  California  terminals  is  ap- 
proximately 60  cents  per  100  pounds.  The  rate  from 
Pittsburgh,  Pa.,  to  New  York  City  is  18  cents  per  100 


10 


FREIGHT  RATES— WESTERN  TERRITORY 


pounds,  which  produces  a  combination  rate  of  78  cents  per 
100  pounds.  The  all-rail  lines  must  approximate  this  rate 
if  they  desire  to  secure  any  of  the  traffic  for  all-rail  move- 
ment; as  a  consequence,  the  rate  on  this  Merchant  Iron 
List  via  all-rail  lines  is  80  cents  on  structural  iron  and 
85  and  90  cents  on  other  iron  articles.  The  all-rail  car- 
riers may  not  publish  the  same  rate  in  cents  per  one 
hundred  pounds  as  is  obtainable  via  the  water  routes, 
for  the  reason  that  shipments  via  water  routes  are  sub- 
ject to  certain  charges  outside  of  freight  rates  that  affect 
the  value  of  the  service  to  the  shipper,  viz.:  (1)  Insur- 
ance must  be  placed  covering  the  marine  risk;  (2)  inter- 
est is  charged  on  the  invoice  value  of  the  goods;  and  (3) 

TABLE  2 

Commodity    Rates    from    New    York    via    Lines    Operating 
Therefrom  to  Pacific  Coast  Cities 


Commodities 


Rates  in  Cents  per  100  Pounds 


Via 
All-Rail 

Lines  i 


Harvesters,  reapers,  etc.,  C.  L 

Beer  (malt  extract)  in  glass  or  stone, 

packed  or  in  wood,  C.  L 

Coffee   (roasted)    in  boxes,  barrels,  or] 

drums,  C.  L 

Cotton  sheets  and  sheetings,  C.  L 

Iron  billets,  blooms,  ingots,  and  scran 

steel,   C.   L 

Condensed  milk  in  tins,  glass  packed  in 

boxes,  or  in  wood,  C.  L 

Nails,  spikes,  and  wire,  C.  L 


100 

110 
100 

CO 

85 
TO 


Via 

Panama 

Lines 


88 

88 

77 
70 

45 

00 
55 


Via 

American- 
Hawaiian 
Lines 


85 

GO 

70 
65 

40 

60 

55 


1  Governed  by  the  Western  Classification. 


TRANS-CONTINENTAL  RATES  11 

shipments  via  water  routes  require  better  packing  than 
shipments  via  all  rail. 

These  reasons  permit  the  all-rail  lines  to  fix  their  rates 
somewhat  higher  than  the  actual  figures  obtainable  via 
the  water  routes. 

To  illustrate  further  the  water  rates  which  must  be 
met  by  the  all-rail  lines,  Table  2  shows  the  rates  from 
New  York  via  lines  operating  from  that  point  on  some 
of  the  principal  commodities  carried  by  them  to  Pacific 
Coast  cities. 

It  is  to  be  noted  that  in  all  instances  the  rates  via  the 
isthmus  lines  are  considerably  lower  than  those  applying 
by  rail. 

Within  the  past  two  decades  the  industrial  movement 
has  been  westward,  so  that  now  practically  the  same 
classes  of  manufacturers  are  located  in  the  central 
and  middle  states  as  are  located  in  eastern  and  New 
England  states,  and  naturally  they  are  in  competition 
with  each  other  in  the  world's  markets.  In  respect  to 
traffic  destined  to  the  Pacific  Coast,  the  western  manu- 
facturer is  in  a  peculiar  position,  for,  although  he  is  ap- 
proximately 1,000  miles  nearer  than  the  manufacturer 
located  in  New  York,  he  must  pay  a  rate  which  is  from 
one-third  to  one-half  higher  than  that  paid  by  his  com- 
petitor in  the  East.  Therefore,  it  is  quite  obvious  that 
unless  some  relief  were  accorded  him,  placing  him  on  a 
relative  footing  with  the  eastern  manufacturer,  he  would 
be  under  so  great  a  handicap  that  it  would  be  impossible 
for  him  to  compete  with  the  business  interests  in  and 
about  the  eastern  seaboard,  and,  as  a  result,  the  east- 
ern competitors  could  hold  the  balance  of  trade  in  the 
Pacific  slope  regions  to  the  detriment  of  the  western 
manufacturers.     Likewise,  it  would  compel  the  Pacific 


12         FREIGHT  RATES— WESTERN  TERRITORY 

coast  merchant  or  jobber  to  purchase  his  supplies  in  one 
market. 

In  speaking  of  this  adjustment  of  the  rates,  the  Inter- 
state Commerce  Commission,  through  Mr.  Prouty,  says : 

Carriers  maintain  the  same  transcontinental  rate  from  Chi- 
cago as  from  New  York,  not  by  reason  of  the  direct  effect,  but 
rather  as  an  indirect  result  of  water  competition.  The  reason  for 
this  will  be  best  understood  by  an  actual  illustration.  Assume 
that  a  building  requiring  the  use  of  a  large  amount  of  structural 
steel  is  to  be  erected  in  San  Francisco.  That  steel  is  manu- 
factured both  at  the  seaboard  and  in  Chicago.  That  which  is 
made  at  the  seaboard  can  be  taken  by  water  from  the  point  of 
origin  to  the  point  of  destination,  and  the  rate  at  which  it  can 
move  is  therefore  determined  by  water  competition. 

The  cost  of  producing  steel  is  the  same  at  both  points.  In 
order,  therefore,  that  the  producers  may  stand  an  equal  chance 
in  competing  for  this  business  it  is  necessary  that  the  rate 
from  both  points  should  be  the  same,  and  the  business  can  not 
move  from  Chicago  unless  the  rate  from  that  point  is  as  low 
as  from  the  seaboard. 

The  Atchison,  Topeka  &  Santa  Fe  Railway  begins  at  Chi- 
cago. If  this  steel  is  bought  at  Chicago  and  moves  by  that  line, 
the  entire  freight  money  is  retained  by  it;  if,  upon  the  other 
hand,  the  steel  is  bought  at  New  York,  moved  by  some  line  to 
Chicago,  and  there  delivered  to  the  Santa  Fe,  that  line  receives 
only  a  part  of  the  through  charge.  The  service  performed  by 
it  is  the  same  in  either  case,  but  the  amount  of  its  compensation 
is  larger  when  the  freight  originates  at  Chicago.  It  is  there- 
fore for  the  interest  of  that  line  to  name  a  rate  from  Chicago 
which  will  originate  the  business  at  that  point  instead  of  allow- 
ing it  to  originate  upon  the  seaboard.  The  interest  of  the  line 
from  New  York  to  Chicago  is  that  the  business  should  be  taken 
up  at  New  York,  and  as  a  compromise  it  is  finally  agreed  to 
apply  the  same  rate  from  both  these  points.  This  clearly  shows 
how  water  competition,  if  it  does  not  actually  extend  to  the 
interior  point,  may  and  does  dictate  the  rate  from  that  point. 

What  would  he  true  of  the  steel  entering  into  the  construe- 


TRANS-CONTINENTAL  RATES  13 

tion  of  this  building  is  true  also  of  almost  every  article  of 
commerce  which  moves  between  the  East  and  the  West.  The 
Middle  West  today  manufactures  nearly  everything  which  is 
produced  upon  the  Atlantic  seaboard,  and  the  effect  of  this 
policy  of  the  railroads  has  been  to  make  the  Middle  West  the 
almost  exclusive  market  of  origin  for  the  intermountain  coun- 
try and  largely  for  the  Pacific  coast  itself.  2 


2  21  I.  C.  C.  Rep.,  422. 


CHAPTER  II 

grouping  of  territories 

1.  Grouping  of  Pacific  Coast  Territory 

For  rate-making  purposes,  so  far  as  the  Western 
states  on  or  adjacent  to  the  Pacific  Ocean  are  concerned, 
the  destinations  in  Pacific  Coast  Territory  are  grouped 
under  two  general  divisions,  viz.,  Terminal  Points  x  and 
Intermediate  Points.  The  Terminal  Points  are  subdi- 
vided into  two  groups,  namely,  the  North  Pacific  Coast 
Terminals  and  the  California  Terminals.  The  former 
comprise  points  in  the  states  of  Oregon  and  Washington 
and  the  latter  certain  stations  in  California.  Repre- 
sentative points  in  the  northern  group  are  Seattle  and 
Tacoma,  Wash.,  and  Portland,  Ore.;  in  the  southern 
group,  San  Francisco,  Sacramento,  Los  Angeles,  and 
San  Diego,  Cal.  Many  of  the  Terminal  Points  are  not 
located  on  the  seaboard,  but  are,  by  reason  of  their  com- 
mercial importance  and  the  ease  with  which  they  may  be 
reached  from  the  seacoast,  accorded  the  terminal  basis 
of  rates. 

The  rates  to  these  points  are  made  considerably  less 
than  the  rates  to  points  much  further  inland.  Assuming 
that  the  water  carriers'  net  rate  from  port  to  port  on  a 
given  division  of  traffic  is  40  cents  and  that  the  normal 
rail  rate  is  60  cents,  traffic  would  be  forwarded  by 
way  of  the  water  line  only  from  such  inland  points  from 

i  See  Traffic  Glossary  (Part  4  of  Freight  Classification). 

14 


TRANS-CONTINENTAL  RATES  15 

or  to  which  the  rate  to  or  from  the  steamship  pier  plus 
the  steamship  line 's  net  rate  would  result  in  a  lower  rate 
than  that  currently  in  effect  via  the  rail  line. 

These  inland  points  are  known  as  Intermediate  Points 
and  the  specific,  construction  of  rates  to  them  will  be 
dealt  with  in  a  succeeding  chapter  of  this  treatise.  Rep- 
resentative  Intermediate  Points  are  Reno,  Nev.,  Phoenix, 
Tucson,  and  Maricopa,  Ariz.,  and  Spokane,  Wash. 

2.  Grouping  of  Eastern  Territory 

The  portion  of  the  United  States  lying  east  of  the 
Rocky  Mountains  is  divided  into  nine  irregular  groups, 
designated  as  Groups  A,  B,  C,  D,  E,  F,  G,  H,  and  J. 
From  the  outlines  of  these  groups,  which  are  very  clearly 
indicated  on  Map  7  of  the  Atlas  of  Traffic  Maps,  it  may 
be  seen  that  some  states  are  in  more  than  one  group  and 
that  the  southeastern  part  of  the  country  is  not  assigned 
to  any  group. 

In  connection  with  the  rates  shown  on  Map  7,  it  will 
be  noted  that  the  class  rates  westward  to  a  great  ex- 
tent decrease.  It  must  be'  taken  into  consideration,  how- 
ever, that  a  large  part  of  the  Trans-continental  traffic 
moves  on  commodity  rates  and  that  the  same  rates  often 
apply  on  a  particular  commodity  from  a  number  of  the 
groups ;  for  example,  it  is  very  common  to  find  the  same 
rates  applying  on  specific  articles  from  New  York  and 
Chicago  to  Trans-continental  Territory. 


16         FREIGHT  RATES— WESTERN  TERRITORY 

In  the  publications  of  the  Trans-Continental  Freight 
Bureau,  the  territorial  application  is  specifically  shown 
in  each  issue  in  such  a  manner  that  there  can  be  no  doubt 
as  to  which  group  a  point  may  be  assigned.  The  follow- 
ing excerpt  from  one  of  these  publications  illustrates 
the  manner  in  which  this  information  is  given. 


Application  of  Tariff 


Points  from   Which  Rates  Named  Apply 


Rates 
Applicable 


Alabama  : 
points  on  following  lines  as  provided  below  : 

Alabama  Great  Southern  Railroad— All  points,  includ- 
ing Birmingham,  via  New  Orleans,  La.,  and  via  Yicks- 
burg,  Miss. 

Illinois  Central  Railroad— All  points,  including  Birm- 
ingham. 

Louisville  &   Nashville  Railroad — Mobile,   Ala.,   only. 

Mobile  &  Ohio  Railroad — All  points  west  of  Tuscaloosa 
and  Birmingham,  both  inclusive;  west  of  Kellerman, 
inclusive;  and  west  of  Mobile,  Alabama  Port,  and 
Bayou  LaBatre,  all  inclusive. 

Nashville,  Chattanooga  &  St.  Louis  Railway— All  points, 
including  Gadsden  and  Attalla. 

New  Orleans,  Mobile  &  Chicago  Railroad — All  points. 

Northern  Alabama  Railway — All  points. 

St.  Louis  &  San  Francisco  Railroad — All  points,  includ- 
ing Birmingham,  Bessemer,  and  points  between. 

Southern  Railway — Stations  west  of  Chattanooga, 
Tenn.,  and  west  of  Irondale.  Gate  City,  and  Birming- 
ham, all  inclusive,  also  Alabama  City.  Attalla,  and 
Gadsden,  and  all  stations  between  Birmingham  and 
Bessemer,  inclusive,  but  not  including  any  stations 
south  of  Bessemer. 


Arkansas  : 
all    points. 


Group 

C 
rates 


Group 

E 
rates 


TRAXS-COXTIXEXTAL  RATES 


17 


Application  of  Tariff — 

Continued 

Canada  : 

Garneau 

Grand 

Shawinigan 

Windsor 

Group 
C 

Junction,  Que 

.  Mere Que.  Falls Que 

.  Mills Que. 

Hull Qi 

je. 

Ottawa . . .  .Out. 

(Application  of  rates  from 

above-named  stations  is  limited 

rates 

to  rates  on 

Newspaper) . 

Colorado  : 

Group 

Julesburg.  . 

Wt 

ir    

G 

rates 

Abeyta 

Bovina 

Dixon     (Lari- 

Gilcrest 

Acequia 

Bo  wen 

mer   Co.) 

Gilkison  Spur 

Acme  Junction  Boyds 

Dixon   (Weld 

Gill 

Adna 

Boyero 

Co.) 

Glade 

Adrian 

Bracewell 

Dixon's  Mill 

Glick 

Ady 

Bradbury 

Dodd 

Glover 

Agate 

Bragdon 

Dorsey 

Godfrey 

Aguilar 

Castile 

Douglas 

Golden 

Akron 

Castle  Rock 

Dover 

Goodale 

Albia 

Catherine 

Downer 

Henkle 

Alfalfa 

Cedar  Point 

Drakes 

Herrick 

Amberst 

Celeryvale 

Dresden 

Highland 

G  roup 

Amity 

Chandler 

Dundee 

Hillrose 

J 

Anstees 

Chandler  Jet. 

Dupont 

Hillsboro 

\- 

Apacbe 

Channing 

Eads 

Hill  Top 

Apgar  Spur 

Chapman 

Earl 

Hilton 

Black   Hollow 

Chemung 

Eastlake 

Hodgson 

Blandin 

Cheraw 

Eastonville 

Hoehne's 

Blende 

Cheyenne 

Gallinas 

Holly 

Bloom 

Wells 

Gann 

Holyoke 

Boaz 

Chico 

Garcia 

Hope 

Boettcber's 

Chicosa  Jet. 

Gates 

Hudson 

Boone 

Chivington 

Geddis  Spur 

Huerfano 

Boulder 

Church's 

Genoa 

Hugo 

Boulder  Jet. 

Water  Tank 

Giddings 

Hurrich 

This  grouping  was  adopted  by  the  carriers  at  the  close 
of  1908.  Prior  to  this  the  blanketing  of  rates  was  not  ex- 
tended west  of  certain  Missouri  River  points  and  did  not 
include  the  territory  between  there  and  the  Rocky  Moun- 
tains  nor  did  it  include  Southwestern  Tariff  Committee 
Territory.  At  that  time  the  six  groups  were  designated 
as  (1)  Missouri  River  Common  Point  Territory,  (2)  Mis- 


18         FREIGHT  RATES— WESTERN  TERRITORY 

sissippi  River  Common  Point  Territory,  (3)  Chicago 
Common  Point  Territory,  (4)  Cincinnati-Detroit  Com- 
mon Point  Territory,  (5)  Pittsburgh-Buffalo  Common 
Point  Territory,  and  (6)  New  York-Boston  Common 
Point  Territory. 

The  present  plan,  however,  differs  but  slightly,  except 
in  so  far  as  the  extension  of  the  system  is  concerned, 
from  that  previously  in  effect.  Under  the  old  system 
Chicago  was  shown  in  Chicago  Common  Point  Territory, 
while  under  the  present  plan  Chicago,  as  a  point  of 
origin  or  destination,  is  shown  as  a  Group  D  point.  This 
change  was  brought  about  in  order  to  make  the  tariffs 
conform  to  the  requirement  of  the  Interstate  Commerce 
Commission  prohibiting  the  use  of  territorial  descrip- 
tions to  indicate  points  from  and  to  which  rates  were  ap- 
plied. 

The  present  method  of  publishing  rates  is  one  of  the 
most  satisfactory  in  the  country.  Rates  made  under 
such  a  system  are  generally  more  equitable  and  stimulate 
a  healthier  trade  competition  than  those  made  under  a 
graded  or  mileage  scale  principle. 

A  blanket  system  not  only  opens  up  a  large  market  of 
production  to  the  people  on  the  Pacific  slope,  but  it  places 
the  manufacturinig  and  commercial  districts,  situated 
at  approximately  equal  distances  from  the  points  of  con- 
sumption, upon  the  same  basis.  On  the  other  hand,  the 
California  fruit  grower,  for  instance,  is  enabled  to  dis- 
pose of  his  products  at  all  markets  east  of  the  Mississippi 
River  at  the  same  rate  of  freight,  which  would  be  impos- 
sible under  any  other  scheme  of  rate-making. 

Some  doubt  has  existed  in  the  minds  of  many  persons 
interested  in  transportation  as  to  the  propriety  of  a 
carrier,  an  association,  or  the  Interstate  Commerce  Com- 


TRANS-CONTINENTAL  RATES  19 

mission  prescribing  rates  involving  such  large  areas  of 
territory.  In  several  cases  the  lower  courts  have  set 
aside  orders  of  the  Commission  wherein  it  has  prescribed 
blanket  or  zone  rates,  stating  that  it  had  no  power,  by 
the  use  of  differentials,  to  divide  up  the  country  artifi- 
cially into  trade  zones,  tributary  to  given  trade  and  manu- 
facturing centers  so  as  to  give  the  Commission  power  to 
pre-determine  what  the  trade  and  manufacturing  centers 
should  be.  In  numerous  instances,  however,  these  de- 
cisions have  been  carried  by  the  Interstate  Commerce 
Commission  to  the  Supreme  Court  of  the  United  States, 
where  the  verdict  of  the  lower  court  has  been  reversed. 

This  question,  however,  seems  to  have  been  definitely 
decided  for  all  time  by  the  recent  decision  of  the  United 
States  Supreme  Court  in  connection  with  the  so-called 
Intermountain  Rate  Case,  which  decision  was  delivered 
June  22,  1914.  In  this  case,  the  Interstate  Commerce 
Commission  divided  the  portion  of  the  United  States 
east  of  and  including  Missouri  River  Territory  into  five 
groups  and  prescribed  rates  to  intermountain  cities 
therefrom.  The  carriers,  in  petitioning  the  Supreme 
Court  to  set  aside  the  order  of  the  lower  courts,  alleged : 

(a)  The  absolute  want  of  power  of  the  court  below  to  deal 
with  the  subject  involved  in  the  complaint  because  contro- 
versies concerning  the  fourth  section  of  the  Act  to  regulate  com- 
merce of  the  nature  here  presented  were  by  an  express  statutory 
provision  excluded  from  the  cognizance  of  the  court  below, 
(b)  That  even  if  this  be  not  the  ease  the  action  of  the  Com- 
mission which  was  complained  of  was  purely  negative  and 
therefore  not  within  the  cognizance  of  the  court  because  not 
inherently  justifiable,  (c)  That  correctly  interpreting  the 
fourth  section,  the  order  made  by  the  Commission  was  abso- 
lutely void  because  wholly  beyond  the  scope  of  any  power  con- 
ferred by  the  fourth  section  as  amended,     (d)   That  even  if  in 


20         FREIGHT  RATES— WESTERN  TERRITORY 

some  respects  the  order  of  the  Commission  was  within  the 
reach  of  its  statutory  power  there  was  intermingled  in  the 
order  such  an  exertion  of  authority  not  delegated  as  to  cause 
the  whole  order  to  be  void,  (e)  That  the  order  of  the  com- 
mission was  void  even  if  the  fourth  section  be  interpreted  as 
conferring  the  authority  which  the  Commission  exerted,  since 
under  that  assumption  the  fourth  section  as  amended  was 
repugnant  to  the  Constitution.  2 

The  allegations  of  the  carriers  were  considered  by  the 
Supreme  Court  and  its  conclusions  were  as  follows : 

1.  The  meaning  of  the  statute. 

*  *  *  Power  in  the  carrier  primarily  to  meet  competitive 
conditions  in  any  point  of  view  by  charging  a  lesser  rate  for 
a  longer  than  for  a  shorter  haul  has  ceased  to  exist,  because 
to  do  so,  in  the  absence  of  some  authority,  would  not  only  be 
inimical  to  the  provision  of  the  fourth  section,  but  would  be  in 
conflict  with  the  preference  and  discrimination  clauses  of  the 
second  and  third  sections.  But  while  the  public  power,  so 
to  speak,  previously  lodged  in  the  carrier  is  thus  withdrawn 
and  reposed  in  the  Commission,  the  right  of  carriers  to  seek 
and  obtain  under  authorized  circumstances  the  sanction  of 
the  Commission  to  charge  a  higher  rate  for  a  longer  than  for  a 
shorter  haul  because  of  competition  or  for  other  adequate  rea- 
sons is  expressly  preserved,  and,  if  not,  is  in  any  event  by  nec- 
essary implication  granted.  And  as  a  correlative  the  authority 
of  the  Commission  to  grant  on  request  the  right  sought  is  made 
by  the  statute  to  depend  upon  the  facts  established,  and  the 
judgment  of  that  body  in  the  exercise  of  a  sound  legal  dis- 
cretion as  to  whether  the  request  should  be  granted  compatibly 
with  a  due  consideration  of  the  private  and  public  interests  con- 
cerned, and  in  view  of  the  preference  and  discrimination  clauses 
of  the  second  and  third  sections. 

2  136 — The  United  States  of  America,  Interstate  Commerce  Commis- 
sion et  al.,  Appellants,  v.  Atchison,  Topeka  &  Santa  Fe  Railway  Co. 
et  al. 

162 — The  United  States  of  America,  Interstate  Commerce  Commission 
et  al.,  Appellants,  v.  Atchison,  Topeka  &  Santa  Fe  Railway  Co.  et  al. 


TRANS-CONTINENTAL  RATES  21 

2.  The  alleged  repugnancy  of  the  section  as  amended  to  the 
Constitution. 

*  *  *  The  argument  is  that  the  statute  as  correctly  con- 
strued is  but  a  delegation  to  the  Commission  of  legislative 
power  which  Congress  was  incompetent  to  make.  But  the  con- 
tention is  without  merit.  *  *  *  It  is  said  in  the  argument 
on  behalf  of  one  of  the  carriers  that  as  in  substance  and  effect 
the  duty  is  imposed  upon  the  Commission  in  a  proper  case  to 
refuse  an  application,  therefore  the  law  is  void,  because  in 
such  a  contingency  the  statute  would  amount  to  an  imperative 
enforcement  of  the  long-and-short-haul  clause  and  would  be 
repugnant  to  the  Constitution.  It  is  conceded  in  the  argu- 
ment that  it  has  been  directly  decided  by  this  court  that  a 
general  enforcement  of  the.  long-and-short-haul  clause  would 
not  be  repugnant  to  the  Constitution  (Louisville  &  N.  R.  R.  Co. 
vs.  Kentucky,  183  U.  S.  503),  but  we  are  asked  to  reconsider 
and  overrule  the  case  and  thus  correct  the  error  which  was 
manifested  in  deciding  it.  But  we  are  not  in  the  remotest 
degree  inclined  to  enter  into  this  inquiry,  not  only  because  of 
the  reasons  which  were  stated  in  the  case  itself,  but  also  because 
of  those  already  expounded  in  this  opinion  and  for  an  addi- 
tional reason,  which  is  that  the  contention  by  necessary  impli- 
cation assails  the  numerous  cases  which  from  the  enactment 
of  the  Act  to  regulate  commerce  down  to  the  present  time  have 
involved  the  adequacy  of  the  conditions  advanced  by  carriers 
for  justifying  their  departure  from  the  long-and-short-haul 
clause.  We  say  this  because  the  controversies  which  the  many 
cases  referred  to  considered  and  decided  by  a  necessary  postu- 
late involved  an  assertion  of  the  validity  of  the  legislative 
power  to  apply  and  enforce  the  long-and-short-haul  clause. 
How  can  it  be  otherwise,  since  if  this  were  not  the  case  all  the 
issues  presented  in  the  numerous  cases  would  have  been  merely 
but  moot,  affording,  therefore,  no  basis  for  judicial  action,  since 
they  would  have  had  back  of  them  no  sanction  of  lawful  power 
whatever  ? 

3.  The  jurisdiction  of  the  court. 

The  argument  on  this  subject  is  twofold:  (a)  That  as  by 
the  act  creating  the  Commerce  Court,  that  court  was  endowed 


22         FREIGHT  RATES— WESTERN  TERRITORY 

only  with  the  jurisdiction  "now  possessed  by  the  circuit  courts 
of  the  United  States  and  the  judges  thereof"  and  provided 
that  "nothing  contained  in  this  chapter  shall  be  construed  as 
enlarging  the  jurisdiction  now  possessed  by  the  circuit  courts 
of  the  United  States  or  the  judges  thereof,  and  is  hereby  trans- 
ferred to  and  vested  in  the  Commerce  Court,"  and  as  new 
powers  were  created  by  the  subsequent  amendment  of  the  fourth 
section,  therefore  the  Commerce  Court  had  no  jurisdiction.  But 
we  pass  any  extended  discussion  of  the  proposition,  because  it 
is  completely  disposed  of  by  the  construction  which  we  have 
given  to  the  amended  section,  since  that  construction  makes  it 
clear  that  the  effect  of  the  amended  fourth  section  was  not  to 
create  new  powers  theretofore  non-existing,  but  simply  to  redis- 
tribute the  powers  already  existing  and  which  were  then  subject 
to  review.     *     *     * 

(b)  The  second  contention  as  to  jurisdiction  yet  further 
affords  an  illustration  of  the  same  mental  attitude,  since  it 
rests  upon  the  assumption  that  the  order  of  the  Commission 
refusing  to  grant  the  request  of  the  carrier  made  under  the 
fourth  section  was  purely  negative  and  hence  was  not  subject 
to  judicial  inquiry.  The  contention,  therefore,  presupposes 
that  the  power  which  from  the  beginning  has  been  the  subject 
of  judicial  review  by  the  mere  fact  of  its  transfer  to  the  Com- 
mission was  made  arbitrary.  Besides,  the  proposition  disre- 
gards the  fact  that  the  right  to  petition  the  Commission  con- 
ferred by  the  statute  is  positive  and,  while  the  refusal  to  grant 
it  may  be  in  one  sense  negative,  in  another  and  broader  view  it 
is  affirmative,  since  it  refuses  that  which  the  statute  in  affirma- 
tive terms  declares  shall  be  granted  if  only  the  conditions  which 
the  statute  provides  are  found  to  exist.  It  is,  of  course,  true, 
as  pointed  out  in  Interstate  Commerce  Commission  vs.  Illinois 
Central  Railroad,  215  U.  S.  452,  470,  and  since  repeatedly 
applied,  that  findings  of  fact  made  by  the  Commission  within 
the  scope  of  its  administrative  duties  must  be  accepted  in  case 
of  judicial  review,  but  that  doctrine,  as  was  also  pointed  out, 
does  not  relieve  the  courts  in  a  proper  case  from  determining 
whether  the  Constitution  has  been  violated  or  whether  statu- 
tory powers  conferred  have  been  transcended  or  have  been  exer- 


TRANS-CONTINENTAL  RATES  23 

cised  in  such  an  arbitrary  way  as  to  amount  to  the  exertion  of 
authority  not  given,  doctrines  which  but  express  the  elementary 
principle  that  an  investiture  of  a  public  body  with  discretion 
does  not  imply  the  right  to  abuse,  but,  on  the  contrary,  carries 
with  it  as  a  necessary  incident  the  command  that  the  limits  of 
a  sound  discretion  be  not  transcended,  which,  by  necessary 
implication,  carries  with  it  the  existence  of  judicial  power  to 
correct  wrongs  clone  by  such  excess.  And,  without  pausing  to 
particularly  notice  it,  we  observe  in  passing  that  what  has  been 
said  is  adequate  to  meet  the  contention  that  as  violations  of  the 
fourth  section  were  made  criminal  no  power  existed  to  enjoin 
an  order  of  the  Commission  made  under  that  section,  because 
the  consequence  would  be  to  enjoin  criminal  prosecution.  The 
right  which,  as  we  have  seen  the  act  gives  to  test  the  validity 
of  orders  rendered  under  the  fourth  section,  is  not  to  be 
destroyed  by  a  reference  to  a  provision  of  that  section.  The  two 
must  be  harmoniously  enforced. 

4.  The  validity  of  the  order  in  the  light  of  the  statute  as 
interpreted. 

*  *  *  The  main  insistence  is  that  there  was  no  power 
after  recognizing  the  existence  of  competition  and  the  right  to 
charge  a  lesser  rate  to  the  competitive  point  than  to  intermedi- 
ate points  to  do  more  than  fix  a  reasonable  rate  to  the  inter- 
mediate points,  that  is  to  say,  that  under  the  power  transferred 
to  it  by  the  section  as  amended  the  Commission  was  limited  to 
ascertaining  the  existence  of  competition  and  to  authorizing 
the  carrier  to  meet  it  without  any  authority  to  do  more  than 
exercise  its  general  powers  concerning  the  reasonableness  of  rates 
at  all  points.  But  this  proposition  is  directly  in  conflict  with 
the  statute,  as  we  have  construed  it  and  with  the  plain  pur- 
pose and  intent  manifested  by  its  enactment.  To  uphold  the 
proposition  it  would  be  necessary  to  say  that  the  powers  which 
were  essential  to  the  vivification  and  beneficial  realization  of  the 
authority  transferred  had  evaporated  in  the  process  of  transfer, 
and  hence  that  the  power  perished  as  the  result  of  the  act  by 
which  it  was  conferred.  As  the  prime  object  of  the  transfer 
was  to  vest  the  Commission  within  the  scope  of  the  discretion 
imposed  and  subject  in  the  nature  of  things  to  the  limitations 


24         FREIGHT  RATES— WESTERN  TERRITORY 

arising  from  the  character  of  the  duty  exacted  and  flowing 
from  the  other  provisions  of  the  act  with  authority  to  consider 
competitive  conditions  and  their  relation  to  persons  and  places, 
necessarily  there  wTent  with  the  power  the  right  to  do  that  by 
which  alone  it  could  be  exerted,  and  therefore  a  consideration  of 
the  one  and  the  other  and  the  establishment  of  the  basis  by  per- 
centages was  within  the  power  granted.  As  will  be  seen  by  the 
order,  and  as  we  have  already  said,  for  the  purpose  of  the  per- 
centages, established  zones  of  influence  were  adopted  and  the 
percentages  fixed  as  to  such  zones  varied  or  fluctuated  upon  the 
basis  of  the  influence  of  the  competition  in  the  designated  areas. 
As  we  have  pointed  out,  though  somewhat  modified,  the  zones 
as  thus  selected  by  the  Commission  were  in  substance  the  same 
as  those  previously  fixed  by  the  carriers  as  the  basis  of  the  rate 
making  which  was  included  in  the  tariffs  which  were  under 
investigation,  and  therefore  we  may  put  that  subject  out  of 
view.  Indeed,  except  as  to  questions  of  power,  there  is  no  con- 
tention in  the  argument  as  to  the  inequality  of  the  zones  or  per- 
centages or  as  to  any  undue  preference  or  discrimination  result- 
ing from  the  action  taken. 

But  be  this  as  it  may,  in  view  of  the  findings  of  the  Commis- 
sion as  to  the  system  of  rates  prevailing  in  the  tariffs  which 
were  before  it,  of  the  inequalities  and  burdens  engendered  by 
such  system,  of  the  possible  aggrandizement  unnaturally  beyond 
the  limits  produced  by  competition  in  favor  of  the  competitive 
points  and  against  other  points  by  the  tariff  in  question,  facts 
which  we  accept  and  which,  indeed,  are  unchallenged,  we  see  no 
ground  for  saying  that  the  order  was  not  sustained  by  the 
facts  upon  which  it  was  based  or  that  it  exceeded  the  powers 
which  the  statute  conferred  or  transcended  the  limits  of  the 
sound  legal  discretion  which  it  lodged  in  the  Commission  when 
acting  upon  the  subject  before  it. 

It  results  that  the  Commerce  Court  in  enjoining  the  order 
of  the  Commission  was  wrong  and  its  decree  to  that  end  must 
therefore  be  reversed  and  the  case  be  remanded  to  the  proper 
district  court  with  directions  to  dismiss  the  bill  for  want  of 
equity. 


TABLE  3 
List  op  Stations  in  Oregon,  Washington,  and  British  Colum- 
bia  to   Which   Rates   Named   Herein   Apply,   Showing 
Delivering  Lines,  Rates  Applicable,  and  Western 
Gateways  via  Which  Said  Rates  Apply  (Ex- 
cept as  Otherwise  Specifically  Shown)  x 


Delivering 
Lines 

Rates   Applicable 

Stations 

Class 
Index  No. 

Commodity 

Note 

(Except  as  Noted) 

Bellingham,    Wash. .  .  . 

A.  P.  S.  S.  Co. 

2 

Terminal 

32 

Bellingham,    Wash.... 

B.  &  N. 

2 

Terminal 

32 

Bellingham,    Wash.... 

B.  L.  T.  Co. 

2 

Terminal 

32 

Bellingham,    Wash.... 

G.N. 

2 

Terminal 

.... 

Bellingham,    Wash.... 

I.  B.  S.  S.  Co. 

2 

Terminal 

32 

Bellingham,    Wash.... 

N.  P. 

2 

Terminal 

.... 

Bellingham,    Wash.... 

P.  C.  S.  S.  Co. 

2 

Terminal 

32 

Bellingham,    Wash..  .  . 

I.  N.  Co. 

2 

Terminal 

32 

Bellingham,    Wash..  .  . 

P.  S.  N.  S.  R. 

2 

Terminal 

32 

Bellingham,    Wash.... 

B.&N. 

J                 2 

Terminal 

32 

(Kentucky  Street) 

1                 2 

Terminal 

21,32 

Boat  Harbor,  B.  C... 

C.  P. 

Note  3 

Note    3 

3,  20 

Boat  Harbor.  B.  C... 

G.N. 

Note  3 

Note    3 

3,  20,  24 

Boat  Harbor,  B.  C 

G.  T.  P.  C.  S.  S.  Co. 

Note  3 

Note    3 

3,  20,32 

Boat  Harbor,  B.  C. .  .  . 

I.  N.  Co. 

Note  3 

Note    3 

3,  32 

Boat  Harbor,  B.  C 

P.  S.  N.  S.  R. 

Note  3 

Note    3 

3,  20,  32 

Bon  Accord,  B.  C. .  .  . 

G.  N. 

3 

Note    2 

2 

Bonita,    Ore 

0.  E. 

2 

Note  15 

15 

Bonita,    Ore 

S.  P. 

2 

Note  14 

14 

Bremerton,  Wash 

P.  W.  &  Co. 

Note  13 

Note  13 

13,  33 

Bremerton,  Wash 

I.  B.  S.  S.  Co. 

Note  13 

Note  1 3 

13,33 

Bremerton,  Wash 

I.  N.  Co. 

Note  13 

Note  13 

13,  33 

Bremerton,  Wash 

M.  T.  Co. 

Note  13 

Note  13 

13,33 

Bremerton,  Wash 

N.  Y.  R. 

Note  13 

Note  13 

13,  33 

P.  S.  N.  S.  R. 

Note  13 

Note  13 

13,33 

Broadacres,    Ore 

0.  E. 

2 

Note  15 

15 

S.  P. 

2 

Note  14 

14 

Brush  Prairie,  Wash. 

N.  P. 

2 

Note    1 

1 

Bruun,    Ore 

O.-W.  R.  &  N. 

2 

Terminal 

20,  30-A 

Burlington,    Ore 

C.  T.  Co. 

o 

Terminal 

Burlington,    Ore 

J.  K.  T.  Co. 

o 

Terminal 

.... 

Burlington,    Ore 

O.  R.  L.  Co. 

2 

Terminal 

Burlington,    Ore 

O.-W.  R.  &  N.  Stmr. 

2 

Terminal 

.... 

Burlington,    Ore 

S.  P.  &  S. 

2 

Terminal 

Burlington,    Ore 

V.  T.  Co. 

2 

Terminal 

.... 

Burlington,    Wash.... 

G.N. 

2 

Note    1 

1 

Burlington,    Wash.... 

P.  N.  T. 

2 

Note    1 

1 

2 

Note  4 

Note    8 
Note    4 

g 

Port  Williams,  Wash. 

B.  L.  T.  Co. 

4,  33 

Port  Williams,  Wash. 

I.  B.  S.  S.  Co. 

Note  4 

Note    4 

4.33 

Port  Williams,  Wash. 

1.  N.  Co. 

Note  4 

Note    4 

4.  33 

Port  Williams,  Wash. 

P.  S.  N.  S.  R. 

Note  4 

Note    4 

4,  33 

Powell  River,  B.  C. . 

B.  L.  T.  Co. 

Note  12 

Note  12 

12,  20,  32 

Powell  River,  B.  C. . . 

F.  W.  &  Co. 

Note  12 

Note  12 

12,  20,  32 

Powell  River,  B.  C. .  . 

K.  N.  Co. 

Note  12 

Note  12 

12,  20,  32 

Ruskin,   B.    C 

C.  P. 

3 

Note    2 

2 

Ruskin,   B.    C 

G.N. 

3 

Note    2 

2.  23,  31 

1  These  rates  have  been  taken  from  Trans-Continental  Tariff  4-K. 


26         FREIGHT  RATES— WESTERN  TERRITORY 

3.  Grouping  of  Pacific  Coast  Points  of  Origin  or 

Destination 

The  publications  of  the  Trans-Continental  Freight  Bu- 
reau show  in  each  instance  a  list  of  the  points  in  Pacific 
Coast  Territory  to  which  or  from  which  rates  are  ap- 
plied. The  issues  show,  also,  whether  the  terminal  basis 
of  rates  is  to  be  employed  or  whether  rates  are  to  be 
arbitrarily  established  with  relation  thereto.  Table  3 
is  illustrative  of  the  manner  in  which  this  information  is 
set  forth. 


CHAPTER  III 
through  rates 

1.  Class  Rates  to  and  from  Terminal  Points 

As  a  foreword  to  this  chapter,  attention  is  drawn  to 
the  fact  that,  irrespective  of  the  point  of  origin  of  the 
traffic,  the  rates  are  subject  to  the  Western  Classification. 
This  classification  is  applied  regardless  of  whether  the 
traffic  originates  at  or  is  destined  to  points  in  Southern 
or  Official  Classification  territories. 

This  is  due  to  the  fact  that  Chicago  and  the  territory 
west  thereof  is  governed  by  the  Western  Classification, 
and  as  the  rates  are  through  rates  and  the  major  portion 
of  the  haul  is  over  western  lines,  one  classification  has 
been  adopted  for  the  purpose  of  uniformity  and  sim- 
plicity. 

In  the  event,  however,  that  the  Trans-Continental  rates 
are  used  in  combination  with  other  rates  to  construct 
through  rates,  the  rates  used  in  combination  with  the 
Trans-Continental  rates  are  applied  in  conjunction  with 
their  governing  classification.  Thus,  for  example,  should 
a  shipment  originate  in  the  southeastern  section  of  the 
United  States  and  the  lowest  combination  available  be 
via  Birmingham,  Ala.,  the  rates  to  Birmingham,  if  inter- 
state, would  be  governed  by  the  Southern  Classification, 
while  the  rates  from  Birmingham  to  San  Francisco,  Cal., 
would  be  governed  by  the  Western  Classification.  Like- 
wise, the  rates  to  some  inland  Pacific  points  are  made 

27 


28         FREIGHT  RATES— WESTERN  TERRITORY 

by  adding  to  the  Terminal  rates  certain  local  rates  there- 
from which  are  governed  by  state  classifications.  But  in 
so  far  as  the  major  part  of  the  territory  is  concerned, 
the  Western  Classification  is  applied. 

Such  exceptions  to  the  application  of  the  rates  as  are 
made  by  the  participating  carriers  are  specifically  set 
forth  in  the  issues  of  the  Trans-Continental  Freight  Bu- 
reau in  connection  with  the  rates,  as  are  also  the  special 
rules  and  regulations  pertaining  to  the  traffic,  routing, 
etc.  This  has  resulted  in  a  tariff  publication  that  is  much 
more  readily  digested  by  the  layman  than  the  average 
committee  issue,  now  so  much  in  vogue. 

(a)  All-Rail  Rates 

In  Table  4  are  set  forth  the  westbound  class  rates  ap- 
plying from  all  eastern  points  of  origin  to  North  Pacific 
Coast  Terminals  in  Oregon  and  Washington. 

These  rates,  as  may  be  observed  from  Map  7  in  the 
Atlas  of  Traffic  Maps,  vary  slightly  from  those  in  effect 
to  California  Terminals  from  some  groups. 

The  points  in  British  Columbia  referred  to  are  located 
on  and  adjacent  to  Puget  Sound,  some  of  the  representa- 
tive points  being  Liverpool,  New  Westminster,  Van- 
couver, and  Victoria.  To  the  British  Columbia  Termi- 
nals, the  rates  on  all  classes  are  made  arbitraries  of  5 
cents  per  hundredweight  over  the  rates  currently  in 
effect  from  Groups  A,  B,  C,  D,  E,  and  H  to  North  Pacific 
Coast  Terminals;  from  Groups  F,  G,  and  J  the  same 
rates  are  applied  to  North  Pacific  Coast  Terminals  and 
to  terminals  in  British  Columbia. 


TRANS-CONTINENTAL  RATES 


29 


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30         FREIGHT  RATES— WESTERN  TERRITORY 
(b)  Class  Rates  via  Lake-and-Rail  Routes 

The  application  of  the  class  rates  in  connection  with 
the  lake  lines  is  confined  to  traffic  originating  at  all  points 
located  in  Connecticut,  Delaware,  the  District  of  Colum- 
bia, Maine,  Maryland,  Massachusetts,  New  Hampshire, 
New  Jersey,  New  York,  Pennsylvania,  Rhode  Island, 
Vermont,  and  at  specified  stations  in  Michigan,  Ohio, 
Virginia,  and  West  Virginia,  and  the  territory  embracing 
Groups  A,  B,  and  a  portion  of  C. 

The  differentials  conceded  the  lake  lines  by  the  all-rail 
routes  are  shown  in  Table  5. 

These  differentials  are  deducted  from  the  joint  all-rail 
through  class  or  commodity  rates  named  in  the  table  from 
points  taking  Group  A  (see  Exception  C,  below  the  table), 
Group  B,  or  Group  C  rates  to  points  taking  Terminal 
rates. 

The  differentials,  in  cents  per  100  pounds,  authorized 
to  be  deducted  from  the  joint  all-rail  through  class  or 
commodity  rates  applying  to  points  taking  Terminal 
rates,  also  are  deducted  from  the  joint  through  all-rail 
class  or  commodity  rates  applying  from  points  in  Group 
A  (see  Exception  C,  below  the  table),  Group  B,  or  Group 
C  to  points  in  Oregon,  Washington,  and  British  Colum- 
bia, for  the  same  class  of  commodity. 


TRANS-CONTINENTAL  RATES 


31 


TABLE  5 

Differential  Rates  via  Lake  and  Rail  » 


80  to 
85  to 
30  to 
95  to 


Where  Through  All-Kail  GrouiTA  ( See  ExceptioiTc 

below),   Group  B,  or  Group  O  Class  or 

Commodity  Rate  to 

Points  Taking  Terminal  Kates  is 

(See  Exceptions  and  Notes  below) 
Rates  in  Cents  per  100  Pounds 

Less  than  75  cents i 

75  to    70  cents,  inclusive i 

S4  cents,  inclusive 

89  cents,  inclusive 

94  cents,  inclusive 

9!)  cents,  inclusive 

100  to  109  cents,  inclusive 

110  to  119  cents,  inclusive 

120  to  129  cents,  inclusive 

130  to  139  cents,  inclusive 

140  to  149  cents,  inclusive 

150  to  159  cents,  inclusive 

1C0  to  169  cents,  inclusive 

170  to  179  cents,  inclusive 

ISO  to  189  cents,  inclusive 

190  to  199  cents,  inclusive 

200  to  209  cents,  inclusive 

210  to  219  cents,  inclusive 

220  to  229  cents,  inclusive 

230  to  239  cents,  inclusive 

2-10  to  249  cents,  inclusive 

250  to  259  cents,  inclusive 

2G0  to  2G9  cents,  inclusive 

270  to  279  cents,  inclusive 

280  to  2S9  cents,  inclusive 

290  to  299  cents,  inclusive 

300  or  over 


Differential 

to  be  deducted  from 

authorized   through 

all-rail  rate  is 


4J  cents 

5 J  cents 
(U  cents 
7i  cents 
Si  cents 
S£  cents 
9*  cents 

10  cents 

11  cents 

12  cents 

13  cents 

14  cents 

15  cents 
15  cents 

15  cents 

16  cents 

17  cents 

18  cents 
IS  cents 

19  cents 

19  cents 

20  cents 

21  cents 

22  cents 

22  cents 

23  cents 


Exception  A. —  When  through  rate  on  commodities  enumerated  under 
headings  "Iron  and  Steel  Articles'  and  "Wire  Goods"  is  $1.00  per  100 
lbs.,  or  higher,  the  differential  is  the  regular  differential  provided 
above ;  when  such  through  rate  is  less  than  $1.00  per  100  lbs.,  the  differ- 
ential is  4J  cents  per  100  lbs. 

Exception  B. — The  lake-and-rail  differential  to  be  deducted  from  the 
authorized  through  all-rail  rate  on  canned  goods,  carloads,  is  5  cents 
per  100  lbs. 

Exception  C. — Does  not  apply  from  New  York  Pier  of  Southern 
Pacific  Co.-Atlantic  Steamship  Lines  (Morgan  Line). 

1  These  differentials  are  taken  from  Trans-Continental  Tariff  4-K. 


32         FREIGHT  RATES— WESTERN  TERRITORY 

Note  1. — Lake-and-rail  rates  to  points  in  British  Columbia  taking 
Note  2  basis  for  rates,2  are  subject  to  additional  rates  over  points  taking 
Terminal  rates  as  provided  in  Note  2.3 

Note  2. — Lake-and-rail  rates  to  points  in  Oregon  and  Washington 
taking  Note  1,  4,  6,  7,  or  13,  basis  for  rates,2  for  commodities  other 
than  those  for  which  through  rates  are  named  are  subject  to  addition 
of  arbitraries  (over  the  lake-and-rail  rates)  applying  to  points  taking 
Terminal  rates,  as  provided  in  the  aforesaid  notes.3 

Note  3. — The  differential  lake-and-rail  rates  applying  via  the  Gate- 
ways apply  only  to  such  points  that  can  be  reached  by  the  destination 
lines  indicated. 

Note  4. — The  differential  lake-and-rail  rates  authorized  herein  do 
not  apply  on  the  following  commodities,  viz. :  Chloride  of  lime  (except 
as  otherwise  provided),  oil,  sweat  and  collar  pads,  harness  pads  (not 
leather),  tin,  and  terne  plate. 

As  an  illustration  of  the  working  of  these  differentials, 
class  rates  from  Groups  A,  B,  and  C  are  constructed  in 
the  following  manner : 

Classes    1  2         3         4         5         A        B        C        D        E 

All-rail  rates   from 

Group   A    370     320     205     225     190     102     152     120     115     105 

Lake-and-rail  dif- 
ferentials        23       23       20       18       15       15       13       10         9!       81 

Through    rates    via 

lake   and    rail... 347     297     245     207     175     177     139     110     105!     961 

Classes    1  2         3         4  5         A        B         C        D         E 

All-rail   rates   from 

Group   B    360     310     260      220     185      1S7      148      117      112      100 

Lake-and-rail  dif- 
ferentials        23        23        20        18        15        15        12  9i        9!        81 

Through    rates    via 

lake    and    rail... 337      287      240     202      170      172      136     1073   1021      91! 

Classes    1  2  3         4  5  A        B        C        D        E 

All-rail   rates   from 

Group    C    350     303     252     215     180     182     145     115     110       9S 

Lake-and-rail  differ- 
entials        23        23        19        17        15        15        12  94        91        81 

Through   rates   via 

lake   and    rail... 327     2S0     233     198     165     167     133     1051   100!     891 

*  See  Table  3. 

*  See  explanation  of  notes,  page  37. 


TRANS-CONTINENTAL  RATES  33 

These  rates  are  available  for  use  only  during  the  sea- 
son of  navigation  upon  the  Great  Lakes  and  are  applied 
to  North  Pacific  Coast  Terminals  and  related  points. 

(c)  Water-and-Rail  Rates  via  South  Atlantic  and 

Gulf  Ports 

The  water-and-rail  routes  through  the  South  Atlantic 
and  Gulf  ports  formerly  published  class  and  commodity 
rates  from  New  York,  N.  Y.,  and  other  points  in  Atlantic 
Seaboard  Territory  which  were  less  in  all  cases  than  the 
rail  rates  applying  from  the  same  territory. 

Under  the  present  adjustment,  however,  the  rates  via 
these  routes  are  the  same  as  the  all-rail  rates,  in  so  far 
as  class  traffic  is  concerned,  while  on  commodities  the 
same  rates  as  those  established  from  Chicago  (Group  D) 
are  made  by  the  water  lines  from  New  York,  these  rates 
applying  only  from  their  piers  in  New  York  harbor.  The 
competition  existing  between  the  rival  routes  is  well  ex- 
pressed in  the  rates  on  steel  rails  from  various  producing 
points  to  California  Terminals,  as  shown  in  Table  6. 

From  this  it  may  be  seen  that  the  rates  via  the  Gulf 
lines  and  South  Atlantic  Port  lines  are  fixed  or  made  the 
same  as  those  applying  from  Chicago  (Group  D).  The 
rates  from  New  York  then  in  turn  fix  the  maximum  rates 
that  may  be  charged  by  the  rail  carriers  from  other  pro- 
ducing points.  The  rates  from  Cumberland,  Md.,  for  ex- 
ample, may  not  exceed  to  any  great  extent  the  combina- 
tion rates  made  on  New  York  in  connection  with  the  $11 
per  ton  rate  therefrom,  while  from  points  in  closer  prox- 
imity to  New  York,  the  rail  carriers  do  not  attempt  to 
meet  the  competition,  but  hold  the  rates  up  to  a  normal 


FREIGHT  RATES— WESTERN  TERRITORY 


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P 

36         FREIGHT  RATES— WESTERN  TERRITORY 

basis.  A  combination  rate  from  Philadelphia  made  by 
way  of  New  York  would  in  this  case  produce  a  rate  less 
than  the  through  rate  published  by  the  all-rail  lines. 

2.  Marine  Insurance 

In  regard  to  the  rates  applying  in  connection  with 
water  carriers,  particular  attention  should  be  paid  as  to 
whether  the  rates  include  or  do  not  include  marine  in- 
surance. 

The  rates  applying  via  the  lake  lines  and  via  the  Old 
Dominion  Steamship  Company,  the  Morgan  Line,  and 
the  Mallory  Line,  are  insured  rates  and  include  the  cost 
of  marine  insurance,  while  the  rates  via  the  Isthmus  of 
Tehuantepec,  Panama,  and  Cape  Horn  do  not  include 
this  feature  and  shippers  must  arrange  to  insure  their 
shipments  against  the  perils  of  the  sea  and  navigation. 

This  charge  varies  according  to  the  vessel  in  which  it 
is  transported  and  the  route  taken.  Rates  of  insurance 
on  shipments  forwarded  by  sailing  vessels  around  Cape 
Horn  would  naturally  call  for  the  highest  premium. 

In  the  case  of  established  lines,  shipments  are  insured 
under  what  is  known  as  an  open  policy  and  the  rates  are 
quite  nominal,  being  as  low  as  15  cents  per  $100  valution. 

3.  Arbitrary  Pates 

Rates  to  a  number  of  points  within  a  comparatively 
short  distance  from  Terminal  Points  proper  are  made  by 
adding  fixed  sums  to  the  Terminal  rates.  Table  3  indi- 
cates the  grouping  of  some  of  the  western  points  of  desti- 
nation and  page  37  certain  note  numbers  illustrating  the 
method  employed  in  establishing  rates  to  such  western 


TRANS-CONTINENTAL  RATES  37 

points.  By  referring  to  Table  3,  it  may  be  noted  that  in 
connection  with  the  class  rates  to  Bremerton,  Wash., 
reference  is  made  to  Note  13.  Referring  to  Note  13,  ex- 
plained on  page  38,  it  is  found  that  the  class  rates  to  this 
point  are  constructed  by  adding  10  cents  per  hundred- 
weight to  the  less-than-carload  rates  and  5  cents  per 
hundredweight  to  the  carload  rates  applying  to  the  North 
Pacific  Coast  Terminals,  shown  in  Item  1  of  Table  4. 
Particular  attention  is  directed  to  that  feature  of  the 
note  which  provides  a  graduated  increase  in  the  arbi- 
trary to  be  added,  based  on  the  weight  of  the  individual 
shipment. 

Explanation  of  Notes  to  Which  Reference  is  Made  in 

Table  3 

Note  1. — Except  where  through  commodity  rates  are  named 
on  page  159,  pages  161  to  169,  pages  189,  190  and  193,  all 
inclusive,  through  commodity  rates  to  points  in  Oregon  and 
Washington,  shown  on  pages  20  to  41,  inclusive,  as  taking 
Note  1  basis  for  rates  are  (unless  otherwise  specifically  pro- 
vided) ten  (10)  cents  per  100  lbs.  on  less  than  carloads  and  five 
(5)  cents  per  100  lbs.  on  carloads  higher  than  the  Terminal 
commodity  rates  named  herein. 

Note  2. — Except  where  through  commodity  rates  are  named 
on  page  159,  pages  161  to  169,  188,  193  and  194,  all  inclusive, 
through  commodity  rates  to  the  points  in  British  Columbia, 
shown  on  pages  20  to  41,  inclusive,  as  taking  Note  2  basis  for 
rates  are  five  (5)  cents  per  100  lbs.  on  carloads  and  less  than 
carloads  higher  than  the  Terminal  commodity  rates  named 
herein. 

Note  3. — Except  as  otherwise  provided,  rates  to  points  in 
British  Columbia  shown  on  pages  20  to  41,  inclusive,  as  taking 
Note  3  basis  for  rates,  are  made  by  adding  ten  (10)  cents  per 
100  lbs.  on  carloads,  and  twenty  (20)  cents  per  100  lbs.  on  less 
than  carloads,  to  the  Index  2  class  rates,  or  to  the  Terminal 
commodity  rates  named  herein. 


38         FKEIGHT  RATES— WESTERN  TERRITORY 

Note  4. — Rates  to  points  shown  on  pages  20  to  41,  inclusive, 
as  taking  Note  4  basis  for  rates,  are  made  by  adding  five  (5) 
cents  per  100  lbs.  on  carloads  and  ten  (10)  cents  per  100  lbs. 
on  less  than  carloads,  to  the  Index  2  class  rates  or  to  the  Termi- 
nal commodity  rates  named  herein. 

Note  6. — Rates  to  points  shown  on  pages  20  to  41,  inclusive, 
as  taking  Note  6  basis  for  rates,  are  made  by  adding  ten  (10) 
cents  per  100  lbs.  on  carloads  and  fifteen  (15)  cents  per  100  lbs. 
on  less  than  carloads,  to  the  Index  2  class  rates,  or  to  the  Termi- 
nal commodity  rates  named  herein. 

Note  7. — Rates  to  points  shown  on  pages  20  to  41,  inclusive, 
as  taking  Note  7  basis  for  rates,  are  made  by  adding  ten  (10) 
cents  per  100  lbs.  on  carloads  and  twenty-five  (25)  cents  per 
100  lbs.  on  less  than  carloads,  to  the  Index  2  class  rates,  or  to 
the  Terminal  commodity  rates  named  herein. 

Note  8. — Points  on  Southern  Pacific  Co.  (Lines  in  Oregon), 
shown  on  pages  20  to  41,  inclusive,  as  taking  Note  8  basis  for 
rates,  are  subject  to  through  commodity  rates  shown  on  page 
159  and  pages  171  to  186,  inclusive. 

Note  12. — Rates  on  carload  traffic  to  Powell  River,  B.  C,  via 
Gateway  42,  are  7%  cents  per  100  lbs.  higher  than  rates  pro- 
vided herein  to  Vancouver,  B.  C,  and  apply  on  traffic  via  car 
ferry  service  in  connection  with  Kingcome  Navigation  Co.,  via 
Seattle,  Wash. 

Rates  on  carload  traffic  to  Powell  River,  B.  C,  via  Gateways 
23,  23-A,  23-B,  23-C,  42-A,  42-B,  42-C,  42-D,  42-E,  8S-B,  88-C, 
and  88-D,  are  7%  cents  per  100  lbs.  higher  than  rates  provided 
herein  to  Vanvouver,  B.  C. 

Note  13. — Rates  to  points  shown  on  pages  20  to  41,  inclusive, 
as  taking  Note  13  basis  for  rates,  are  made  by  adding : 

(A)  Ten  (10)  cents  per  100  lbs.  for  less  than  carloads  and 
five  (5)  cents  per  100  lbs.  for  carloads  (see  Section  B),  to  the 
Index  No.  2  class  rates,  or  to  the  Terminal  commodity  rates 
named  herein,  except — 


TRANS-CONTINENTAL  RATES  39 

When  the  weight  of  any  single 

piece  or  package  is —  Arbitrary  to  be  added — 

1,001  lbs.  to    2,000  lbs.,  inc 15  cents  per  100  lbs. 

2,001  lbs  to  10,000  lbs.,  inc 20  cents  per  100  lbs. 

10,001  lbs.  to  25,000  lbs.,  inc 30  cents  per  100  lbs. 

25,001  lbs.  to  39,999  lbs.,  inc 40  cents  per  100  lbs. 

40,000  lbs.  to  59,999  lbs.,  inc 50  cents  per  100  lbs. 

60,000  lbs.  to  79,999  lbs.,  inc 60  cents  per  100  lbs. 

80,000  lbs.  to  89,999  lbs.,  inc 70  cents  per  100  lbs. 

90,000  lbs.  to  99,999  lbs.,  inc 90  cents  per  100  lbs. 

(B)  Carload  shipments  handled  by  car  ferry  service  of  the 
Island  Belt  Steamship  Co.,  from  Anacortes,  Bellingham,  Seattle, 
or  South  Bellingham,  Wash.,  Navy  Yard  Route,  Puget  Sound 
Naval  Station  Route,  or  the  Inland  Navigation  Co.,  from 
Seattle,  Wash.,  to  Bremerton,  Charleston,  or  Port  Orchard, 
Wash.,  are  charged  for  on  basis  of  five  (5)  cents  per  100  lbs., 
regardless  of  size  or  weight  of  any  single  piece  or  package. 

Note  14. — If  the  rates  named  in  this  tariff,  applying  from 
points  of  origin  to  Portland  or  East  Portland,  Ore.,  plus  the 
arbitraries  shown  below  to  points  of  destination  make  less  than 
the  through  rates  authorized  in  this  tariff,  the  combination  rates 
so  made  apply. 

4.  Commodity  Bates 


Table  7  is  a  reproduction  of  a  specimen  page  of  one  of 
the  Trans-Continental  issues,  showing  all-rail  rates  on 
various  commodities  from  eastern  points  of  origin  to 
California  Terminals.  The  application  of  these  rates  is 
identical  with  that  of  the  class  rates.  At  this  point  it 
mav  be  stated  that  the  bulk  of  the  traffic  moving  to  the 
Pacific  coast  is  handled  under  the  commodity  rates.  The 
publications  of  the  Trans-Continental  Freight  Bureau 
show  that  there  are  at  this  time  some  1,500  ratings  on 


40         FREIGHT  RATES— WESTERN  TERRITORY 

specific  commodities.  Only  such  articles  as  general  mer- 
chandise moving  in  small  quantities  or  traffic  which  is 
not  subject  to  water  competition  is  carried  on  the  class- 
rate  basis. 

5.  Class  Rates  on  Eastbound  Trans-Continental 

Traffic 

The  grouping  of  the  eastern  part  of  the  United  States 
for  destination  territories  on  traffic  originating  at  or  ad- 
jacent to  North  Pacific  Coast  Terminals  is,  in  general, 
the  same  as  that  employed  on  westbound  traffic.  The 
bulk  of  the  traffic  from  California  and  other  western 
states  may  be  assigned  to  the  three  following  divisions : 
Products  of  agriculture,  products  of  the  forest;,  and 
products  of  the  mines.  The  first  division,  which  includes 
the  movement  of  California  fruits,  and  the  second,  which 
includes  Oregon  and  Washington  lumber,  have  assumed 
wonderful  proportions  in  recent  years.  The  volume  of 
export  and  import  traffic  through  Pacific  coast  points 
also  shows  substantial  increase  from  year  to  year. 

The  proposition  confronting  the  carriers  was  to  adjust 
their  rates  so  as  to  enable  the  producer  in  Western  Ter- 
ritory to  find  a  market  for  his  product,  which  greatly 
exceeds  the  demand  for  local  consumption. 

They  accomplished  this  by  publishing  eastbound  an 
adjustment  similar  to  that  carried  westbound,  namely, 
blanket  rates,  which  enabled  California  shippers  to  reach 
all  markets  by  one  rate  and  thus  compete  with  commodi- 
ties that  might  be  produced  locally  in  the  vicinity  of  that 
market.  In  the  movement  of  eastbound  traffic,  liberal 
reconsigning  privileges  are  granted  which  enable  the 
shipper  to  test  or  to  try  various  markets  without  addi- 


TABLE  7 

All-Rail  Commodity  Rates  from  Eastern  Points  of  Origin 

to  California  Terminals 


TO 


California  Terminals 
ARTICLES 

Minimum  Weight.  Carloads.  30.000  lbs.,  except  as 
otherwise  provided. 


IN  CENTS  PER  HUNDRED  POUNDS 


From  Points  Taking 


group 

A 
RATES 


L.C.I. |  C.I. 


GROUP 

B 
RATES 


l.C.l.  C.I. 


GROUP 

c 

RATES 


I.O.I.  C.l 


GROUP 

D 
RATES 


I.C.I.  C.l 


I.C.I.  C.l. 


GROUP 

E 

RATES 


GROUP 

P 
RATES 


l.C.I.  C.l. 


GROUP 

G 

RATES 


l.C.I. j  C.l. 


GROUP 

H 

RATES 


l.C.I.  C.l.    l.C.I.  C.L 


GROUP 

J 
RATES 


JHOE  FINDINGS,  viz.— Continued : 
Shoe  Laces,  boxed. . ." 


Shoe   Nails,    Shoe  Tacks  and   Steel 
Shanks,  boxed 


Slipper  Soles  (fleece-lined),  Com- 
pressed Wool  Insoles  and  Cork  In- 
soles, in  boxes 


Shot,  in  bags . 


Silica  (pulverized),  or  Silex,  and  Pumice 
Powder,  In  bags,  min.  C.  L.  wt.  60,000 
lbs 


Sllicated  Cloth  (for  Blackboards),  boxed 
5kids 


Slate  Roofing,  N.  O.  S.,  min.  C.  L.  wt. 
40,000  lbs. 


Slates,  School, boxed 

SOAP,  Soap  Chips  and  Soap  Powder,  in 
boxes  or  bags,  and  Scouring,  Washing, 
Polishing  and  Sweeping  Compounds, 
N.  O.  S.  (not  including  Liquid  Com- 
pounds, except  when  in  metal  cans, 
boxed),  also  Washing  Crystals,  in  boxes 
or  bags,  min.  C.  L.  wt.  40,000  lbs. 

Soapstone,  N.  O.  S 

Soapstone  Dust,  in  bags 


240 


260 
125 


160 
ISO 

135 


BO 


75 


Soapstone  Slabs  and  Griddles,  cored.. 

Soda  Ash  (may  be  shipped  In  sacks  cr 
in  bulk),  Soda  Crystals,  Caustic  Soda 
and   Hypo-Sulphate  of    Soda,   Hypo- 
Sulphite*  of  Soda,  i'iitrate  of  Soda  (may 
be  shipped  ia  sacks),  Silicate  of  Sod;t 
(maybe  shipped  in  sacks),  and  Sulphate 
of  Soda,  Sulphide  of  sodium  and  Chlo- 
ride of  Lime  (may  be  skipped  in  casks), 
and  Tallow  Bleach;  in  kegs,  boxes  cr 
iron  drums  ,min.  C.  L.  wt.  40,000  lbs. 
■fcCarloat!  shipments  will  be  subject  bo  the  local 
rate  to  Now  "i  ork  Piers  or  to  pi  ir.*s  Inkir*-. 
Group  D  or  Group  E  rates,  pi     tl 
herein  named  from  New  ^  ork  i     ra  or  point!! 
taking  Group  D  or  Group  E  ratea  to  destina- 
tion. 

VRate  from  New  York  will  not  apply  on,  ship- 
ments in  bulk 

Soda  Fountain  Supplies,  viz.:  /yrups, 
Fruits  (crushed  or  whole),  and  Fruit 
Juices,  when  packed  in  wood,  glass, 
or  earthenware,  boxed 


130 


i?: 


240 


260 
125 


80 


90 


75 


240 


260 
125 


160 
190 

135 


130 


i; 


BO 

35 


80 


Solder,  min.  C.  L.  wt.  40,000  lb3 

Speedometers  and  Cyclometers,  boxed. . 

Spices,  N.  O.  S.,  Including  Cassia, 
Cloves,  Ginger,  Nutmegs,  Pepper, 
(whole  or  ground),  Celery  Salt,  Onion 
Salt,  Celery  Seed,  Coriander,  Cummin 
and  Caraway  Seeds  and  Ground  Sage, 
in  boxes  or  bags,  min.  C.  L.  wt.  24,000 
lbs 


125 
600 


150 
80 


170  125 

I 


160 
ISO 

135 


90 


240 


260 
125 


SO 
85 


130 


173 


125 
600 


80 


160 

1S0 

135 


90 


78 


50 


240 


80 
BE 


170 


125 


^25 
6GC 


170 


130     80 


17i 


63 


1Sffl 
80 


125 


260 
125 


1 
190 

135 


130 


175 


125 
60i 


170 


150 
80 


125 


90 


75 


5C 


125 
600 


80 


80 


240 


260 
125 


160 
1S0 

135 


130 


175 


55 


15C 


90 


75 


50 


170 


125 


80  125 


COO 


170 


240 


SO 


00 


160 
190 

135 


80 


130 


175 


260 
125     75 


125 
600 


125 


50 


80 

85 


240 


SO 


160 
190 

135 


55 


150 
80, 


170  125 


130 


175 


90 


260 
125    75 


50 


240 


260 
125 


160 
190 

135 


90 


75 


50 


83 
85 


80  130     80 


175 


125 
G30 


170 


150 
80 


125 


125 

600 


170 


55 


150 
83 


125 


42  FREIGHT  BATES— WESTERN  TERRITORY 

tional  expense.  This  is  probably  best  illustrated  in  con- 
nection with  the  orange  movement,  cars  being  frequently 
reconsigned  six  or  seven  times  before  they  are  finally  dis- 
posed of.  For  example,  a  shipper  may  consign  a  car  to 
Denver  and  upon  its  arrival  there  the  market  may  be 
glutted.  Under  the  provisions  of  the  Trans-Continental 
Freight  Association,  he  is  permitted  to  reconsign  the 
car  to  Kansas  City  and  if  the  same  conditions  prevail 
there,  he  may  reconsign  it  to  St.  Louis,  and  so  on  until 
the  car  is  eventually  disposed  of,  provided  that  no  back- 
haul movement  is  required. 

The  class  rates  applying  from  the  California  Termi- 
nals to  Eastern  destinations  are  reproduced  in  Table  8. 

TABLE  8 

Class  Rates  Applying  from  California  Terminals  to 
Eastern  Destinations  x 


From  California 

Rates  in  Cents  per  100  Pounds 

Terminals 
to  Groups  Taking 

Classes  - 
1         2        3         4         5         ABODE 

370     320     2G5     225     100     102     152     120     115      105 

Croup  B  rates 

300     310     200     220     185     1ST     148     117     112      100 
350    303    252     215     ISO     182     145     115     110       98 

340     295     245     207     175     177     140     110     105       95 

Croup  E  rates 

330     2S5     2:;S     200     168     172     135     105     102       92 
300     200     220     183     100     100     123       95       93       85 

Croup  J  rates 

280     242     205     170     150     150     115       90       87        78 
280     242     205     170     150     150     115       90       87       78 
200     225     100     100     140     140     107       83       SO       73 

1  These   rates  have  been   taken  from   Trans-Continental  Tariff  3-K. 

2  Governed  by  the  Western  Classification. 

As  was  the  case  in  connection  with  the  westbound  rates, 
the  volume  of  traffic  moving  under  class  rates  is  very 
small,  owing  to  the  fact  that  the  articles  which  move  in 
large  volumes,  viz.,  fresh  and  dried  fruits  and  vegetables, 


TABLE  9 


Terminal  Commodity  Rates  Applying  from  California  Ter- 
minals to  Eastern  Points  of  Destination  * 


PROM 

IN  CENTS  PER  HUNDRED  POUNDS. 

California  "Terminals  (Only)'" 

To  Points  Taking 

ARTICLES 

Minimum  Weight,  Carloads,  SO.COOlbs., 
except  as  otherwise  provided. 

group 
A 

RAT33 

GROUP 
B 

P.AT2S 

cpotjp 
C 

RATES 

GEOU? 

D 
RATES 

GROUP 

E 
RATE3 

GROUP 

F 

RATES 

I  GEOUP 

G 

RATES 

GROUP 

H 

RATES 

I  GROUP 

J 

RATES 

L.O.L.I  C.  L. 

L.C.L.!  C.  L. 

L.e.i.l  o.  i. 

L.C.L.I  C.  1. 

1X1 1  C.  1. 

L.C.L.I  C.  L. 

L.C.L.I  C.  1. 

L.C.L.j  C.  1. 

LX.l.|c.L 

G 

Glue,  in  bags   

85 

... 

65 

126 
225 

86 

76 

130 

100 
90 

165 

125 
225 

85 
76 

130 

100 
90 

-165 

126 
225 

85 

76 

lv-U 

100 
90 

165 

86 

85 

125 

225 

65 
76 

130 
100 

so 

165 

86 

Glycerine,  in  barrels  

■70 

13C 



100 

-    ■    ■ 

jLZC 

OOP 

75 

130 

10C 
90 

165 

126 

76 

130 

"100 
90 

125 

76 

130 
100 

so 

75' 

H 

Hides,    Dry,    including    Deer   Hides, 
Sheep  Slats,  Hair  Seal,'  Sheep  Pelts 
and  Goat  Pelts,  Dry,  in  bales,  min. 
C.  L.  wt.  20,000  lbs  

125 

226 
225 

100 

130 

I 
Ink,  boxed,  or  in  bulk  in  barrels. . .  „.. 

100 

Insulators,  Glass  (subject  to  Item  -15. 
page  76) 

125 

so 

165 

200 
•200 

90 

fil 
Metal  Paper  Towel  Holders,  in  boxes, 

225 
260 

165 

200 
200 

225 
242 

165 

200 
200 

165 

Metal  Parts   (defective),  of  -self-pro- 
pelling Vehicles,'  returned  to  fac- 

320 

310 
100 

200 

200 

30S 

200 

295 

£00 
200 

285 

200 
200 

242 
100 

200 
200 

60 
66 

MUSICAL  INSTRUMENTS,  viz. : 
Organs  and  Pianos,  boxed,  min.  C. 
L.  wt.  12,000  lbs '. 

'2^ 

Pipe  Organs,  K.  D.,  min.  C.  L.  wt. 
12,000  lbs....: ".. 

200 

200 

Mustard  Flour,  in  bags -...-. 

100 

-100 

70 
90 
90 

100 

50 

*  I 
55 

70 

* 
90 

* 

90, 

100 

eo 

-100 

:  50 
55 
70 
90 

100 

60 
65 

O 

OIL,  in  cans  boxed,  or  in  bulk  in  bar- 
rels, or  in  bulk  in  tank  carsyexcept 
as  otherwise  provided; -min.  C.  L. 
•wt.  when  in  cans  bozed,  or  in  bulk 
in  barrels  will  be  40,000  lbs.,  and 
when  in  bulk  in  tank  cars"  (sea  Rule 
30),  as  follows: 

60 

— 

70 

'  90 

90 

Oil,  Codoanut  (crude),  in  tank  cars 
(see  Rule  30) 

55 
70 

65 

Fish,  N.  O.  S.,  including  Whale  Oil 

70 
90 

70 

70 

7<f 

Neatsf  oot 

90 

90 

90 

•  -' 

90 



Red , 

eo 

90 

.... 

90 

90 

- 

90 

90 

90 

90 

'♦J 

90J 

SO 

90 

.... 

90 

-90 

~.  ' 

-ft 

•Rates  named  to  New  Ye*k.PieTe_o£  Southern  'Pacific  Co.-AtS&ntic  Steamship  Lines   (Morgan . lice),  Mallbry 
Steamship  Co:  .rtfid.  Old  TDominiou  Steamship  Co.  "will-oifr,-  apply  on  shipments  in  t^nk  cars.   " 

1  These  rates  have  been  taken  from  Trans-Continental  Tariff  3-K. 


44         FREIGHT  RATES— WESTERN*  TERRITORY 

canned  goods,  fish,  hides,  wool,  honey,  oil,  lumber,  wines, 
and  liquors,  are  accorded  commodity  rates. 

6.  Eastbouxd  Commodity  Eates 

The  rates  applying  on  some  of  the  more  important 
commodities  are  shown  in  Table  9. 

The  principal  commodities  from  which  Trans-Conti- 
nental railroads  derive  their  revenue  are  the  products  of 
the  forest,  The  lumber  rates  which  are  shown  from 
North  Pacific  Coast  Terminal  Points  to  Eastern  destina- 
tions are  somewhat  lower  than  those  established  from 
South  Pacific  Coast  Terminal  Points.  This  is  due  prin- 
cipally to  the  fact  that  the  northern  lines,  in  casting  about 
some  years  ago  to  find  tonnage  for  their  empty  freight 
equipment  on  the  coast,  finally  succeeded  in  lowering  the 
lumber  rate  to  Chicago  to  55  cents  per  hundredweight. 
This  rate  was  low  enough  to  enable  them  to  attract  a  very 
substantial  movement  eastward  and  afford  a  return  load- 
ing for  their  equipment. 

The  South  Pacific  lines,  however,  did  not  face  these 
conditions.  Their  principal  reason  for  not  adjusting 
their  rates  in  line  with  those  of  the  Xorth  was  because 
they  had  return  loading  for  their  equipment  of  two  or 
three  commodities,  which  have  always  moved  to  the  East 
in  great  quantities,  viz.,  fresh,  dried,  and  canned  fruits, 
asphaltum,  wool,  hides,  and  pelts. 

The  rates  on  lumber  and  shingles  from  South  Pacific 
Coast  Terminals  to  Eastern  destinations  are  as  follows : 

Classes    A      B      C      D      E      P      G      H       J 

Rates  on  lumber 75     80     75     GO     55     50     50     50    40 

Rates  on  shingles 80     85     SO     65     60     GO     60     60     50 


TRANS-CONTINENTAL  RATES  45 

The  rates  from  the  North  Pacific  Coast  Terminals  to 
Chicago  are  55  cents  per  hundredweight  on  lumber  and 
65  cents  per  hundredweight  on  shingles.  A  peculiarity 
in  connection  with  the  rates  from  the  North  Pacific  Coast 
Terminals  is  that  the  minimum  weight  to  be  used  in  con- 
nection with  this  rate  is  based  on  the  cubical  capacity  of 
the  car.  Graduated  minimum  weights  are  provided, 
which  range  from  23,000  pounds  on  shingles  and  31,000 
pounds  on  lumber  for  cars  of  1 .550  feet  cubical  capacity 
up  to  41,500  pounds  on  shingles  and  60,000  pounds  on 
lumber  for  cars  of  2,951  feet  cubical  capacity  and  over. 

The  cubical  capacity  of  some  cars  is  stenciled  thereon. 
"When  this  information  is  not  shown,  however,  the  cubical 
capacity  may  be  obtained  by  multiplying  the  inside  length 
of  the  car  measured  alone:  the  floor  by  the  inside  width 
measured  along  the  floor  and  then  multiplying  this  result 
by  the  inside  height  measured  from  the  floor  to  the  under 
side  of  the  rafters  inside  of  the  car. 


CHAPTER  IV 

local  rates 

1.  Local  Rates  in  Pacific  Freight  Tariff  Bureau 

Territory 

Before  entering  into  a  discussion  of  the  construction 
of  rates  to  Intermediate  Points,  it  is  necessary  to  become 
acquainted  with  the  basis  for  the  construction  of  local 
rates  employed  in  this  territory. 

Within  comparatively  recent  years  the  carriers  operat- 
ing in  Far  Western  Territory  established  the  traffic  asso- 
ciation known  as  the  Pacific  Freight  Tariff  Bureau  for 
the  purpose  of  rate  publication. 

This  territory  is  indicated  on  Map  1  in  the  Atlas  of 
Traffic  Maps  and  approximates  an  area  equivalent  to 
almost  one  third  of  the  entire  United  States.  The  chair- 
man of  this  association  publishes  the  joint  and  propor- 
tional rates  of  the  lines  operating  between  all  local, 
joint,  and  California  points  in  this  territory. 

These  rates  were  formerly  used  to  a  great  extent  in 
arriving  at  the  through  rates  from  Eastern  Points  of 
origin  and  were  known  as  the  back-haul  rates,  their  use 
being  further  explained  in  the  chapter  devoted  to  the 
construction  of  rates  to  Intermediate  Territory. 

2.  Between  Stations  in  California  on  One  Hand  and 
Stations  in  Arizona  and  Nevada  on  the  Other 

Table  10  is  a  reproduction  of  a  specimen  page  of  one 
of  the  issues  of  this  association,  showing  the  class  rates 
applying  between  San  Francisco,  Marysville,  Mojave, 
Santa  Barbara,  and  other  stations  in  California  on  the 

46 


TRANS-CONTINENTAL  RATES 


47 


Southern  Pacific  Railroad  on  the  one  hand  and  stations 
in  Arizona  located  on  the  Arizona  Eastern  Railroad 
(Maricopa  &  Phoenix  Railroad  and  Phoenix  &  Eastern 
Railroad)  on  the  other  hand. 

TABLE  10 
Class  Rates — Eastbound  and  Westbound 


Between 

S.  P.   R.   R.2 

San    Francisco Cal. 

Rates  in  Cents  per  100  Pounds 

Marysville     " 

Santa    Barbara. ..." 

Classes  x 

And    points    taking    the 

same   rates 

And 

12345ABC           DE 

M.  &  P.  R.  R.3 
Sacaton,    Ariz 

210     174     154     140     113     122       99       881     75*     73 

Alicia,    Ariz 

213      177      157     142      116      125      100       901     761      74 

Hansen  Junction,   Ariz. 

217  181  161  146  119  128  103  931  791  76 
219     183     163     148     120     129     105       941     801     77 

220     185     164     149     121     130     106       951     811     78 

Phoenix,    Ariz 

*-  223     1S8     167     151     124     133     107       971     821     79 

P.  &  E.   R.  R.4 
Tempe,    Ariz 

4 

Gilbert,     Ariz 

Higlev,    Ariz 

1223     188     1G7     151     124     133     107       971     821     79 

Alta,    Ariz 

228     193     172     155     128     137     110     100*     851     8° 

Cochran,    Ariz 

230  195  174  157  129  13S  112  1011  861  82 
234     199     178     161     133     142     114     1041     881     84 

Butte,    Ariz 

238     202     1S1      164      135      144      117      1061      901      86 

240  204     183     165     137     146     118     1071     911     87 

241  205     183     166     138     147     118     1081     911     88 

243  207     185     16S     139     148     120     1091     921     89 

244  209  187  169  140  149  121  1101  931  89 
244     209     187     169     140     149     121     1101     931     89 

248  212      190     172      143      152     123      1121     951     91 

249  212  190  172  143  152  124  1131  961  92 
251      214      191      173      143      153      125      1141     971     93 

Zellweger,    Ariz 

Wooley,    Ariz 

Kelvin,    Ariz 

Branaman,    Ariz 

Burns,    Ariz 

1  Governed  by  the  Western  Classification. 

2  Southern  Pacific  Railroad. 

3  Maricopa  &  Phoenix  Railroad.     Now  the  Arizona  Eastern  Railroad. 
*  Phoenix  &  Eastern  Railroad.     Now  the  Arizona  Eastern  Railroad. 


48         FREIGHT  RATES— WESTERN  TERRITORY 

In  no  other  section  of  the  United  States  are  main-line 
rates  on  as  high  a  scale  as  those  in  this  territory.  The 
class  rates  formerly  maintained  by  the  Southern  Pacific 
Railroad  from  Sacramento,  Cal.,  to  Reno,  Nev.,  a  dis- 
tance of  154  miles,  were  as  follows : 

Classes    1         2         3       4      5A       BC         D         E 

Rates     129     113     102     87     78     78     34    33%     25y2     25% 

The  carriers  defended  this  high  scale  of  rates  on  the 
plea  of  the  high  cost  of  operation  and  maintenance.  The 
construction  of  the  railroad  was  an  item  of  great  im- 
portance, involving  the  expenditure  of  vast  sums  of 
money.  In  many  places  it  was  necessary  to  blast  away 
solid  masses  of  rock  and  to  tunnel  mountains,  while  in 
exposed  places  it  was  necessary  to  build  miles  and  miles 
of  snow  sheds  in  order  to  protect  passing  trains  from 
slides  and  so  on.  Moreover,  the  grades  are  exceptionally 
steep  and  it  is  necessary  to  employ  more  engines  of 
greater  motive  power  than  are  required  in  other  sections 
of  the  country. 

In  the  issue  dealing  with  the  rates  from  Sacramento 
to  Reno,  it  was  stated  that  the  haul  of  154  miles  in  this 
territory  was  equivalent  to  a  haul  of  444  miles  in  other 
territories. 

While  both  east  and  west  of  the  Sierra  Nevada  range 
of  mountains  are  level  plateaus,  where  the  cost  of  opera- 
tion and  other  characteristics  do  not  differ  greatly  from 
those  in  other  sections  of  the  country,  the  operating  cost 
in  the  mountainous  regions  must  be  distributed  over  these 
systems  as  a  whole.  It  would  not  be  fair  to  single  out 
just  the  mountainous  part  of  the  road  and  apply  rates 
based  on  the  cost  of  operation  therein,  as  this  would  re- 


TRANS-CONTINENTAL  RATES  49 

suit  in  rates  which  would  be  prohibitive,  to  say  the  least. 
This  distribution  accounts  for  the  high  scale  of  local  rates 
employed  throughout  this  territory. 

3.  Maximum  Rates 

Maximum  rates  were  prescribed  on  the  line  of  the 
Southern  Pacific  Railroad  from  Sacramento,  Cal.,  to  Salt 
Lake  City,  Utah,  on  the  following  basis :  To  Reno,  Nev., 
and  all  stations  east  thereof  up  to  and  including  Love- 
lock, the  rates  are  not  to  exceed  the  following  figures : 

Classes    1      2      3      4      5     A     B     C     D     E 

Rates    85     71     64    51    43    43    34    28    25    21 

To  stations  east  of  Lovelock  to  and  including  Elko, 
Nev.,  the  rates  are  not  to  exceed  the  following  figures : 

Classes    1       2      3      4        5         A       B      C      D        E 

Rates    115    96    86    69    57V2     57%     46    38    34y2     29 

To  stations  east  of  Elko  to  and  including  Cecil  Junc- 
tion, Utah,  the  latter  point  being  one  mile  west  of  Ogden, 
the  rates  are  not  to  exceed  the  following  figures : 

Classes   1        2  3        4      5      A     B     CD      E 

Rates    154     128     150%     92     77     77     62    51     46     38% 

The  distances  involved  in  this  adjustment  are: 

From  Sacramento,  Cal.,  to  Reno,  Nev 154  miles 

From  Sacramento,  Cal.,  to  Lovelock,  Nev 255  miles 

From  Sacramento,  Cal.,  to  Elko,  Nev 467  miles 

From  Sacramento,  Cal.,  to  Cecil  Junction,  Utah. .  .692  miles 

By  comparing  these  rates  with  the  scale  rates  of  Cen- 
tral Freight  Association  Territory  and  rates  made  under 
the  percentage  system  between  Trunk  Line  and  New 
England  territories  on  the  one  hand  and  Central  Freight 
Association  Territory  on  the  other,  it  will  be  seen  that 
the  above  rates  are  on  a  much  higher  relative  basis  and 


50         FREIGHT  RATES— WESTERN  TERRITORY 

that  the  Commission  must  have  taken  cognizance  of  the 
carriers'  claim  in  establishing  these  rates  as  the  maxi- 
mum. 

4.  From  North  Pacific  Coast  Terminals  to 
Interior  Points 

The  rates  from  the  North  Pacific  Coast  Terminals, 
while  not  on  as  high  a  scale  as  those  in  the  preceding 
illustration,  are  nevertheless  much  higher  than  those 
employed  in  other  sections  of  the  country.  A  represent- 
ative line  of  mileage  rates  is  indicated  in  Table  11. 

These  rates  were  likewise  subject  to  investigation  by 
the  Interstate  Commerce  Commission  and  at  the  hear- 
ing many  jobbers  and  manufacturers  located  in  the 
North  Pacific  Coast  Terminal  cities  offered  testimony 
to  illustrate  at  what  distance  from  their  locations  they 
could  compete  with  eastern  manufacturers  and  jobbers 
in  the  merchandising  of  their  goods.  The  exhibits  tended 
to  show  that  the  distance  varies  according  to  the  nature 
of  the  products.  For  example,  a  fabricator  of  steel  testi- 
fied that  the  sale  of  goods  of  that  character  manufac- 
tured in  Portland  is  in  a  general  way  limited  to  terri- 
tory about  two  hundred  miles  east  of  that  point,  one 
hundred  miles  north,  and  half  way  to  San  Francisco  on 
the  south;  so  far  as  the  jobbers  and  wholesale  merchants 
in  the  three  cities  are  concerned,  their  field  is  confined  to 
about  one  hundred  miles  west  of  Spokane  and  east  on  the 
Oregon  Railroad  &  Navigation  Company  and  Oregon 
Short  Line  Railroad  as  far  as  Arcadia,  which  is  about 
midway  between  Portland  and  Salt  Lake  City.  In  gen- 
eral, it  appeared,  with  certain  exceptions,  that  the  coast 
jobbers  could  sell  their  goods  in  competition  with  eastern 


TRANS-CONTINENTAL  RATES  51 

manufacturers  and  jobbers  about  to  the  eastern  boundary 
of  Washington  and  Oregon.  For  example,  Portland  can 
sell  to  points  about  half  way  to  Salt  Lake  City.  East  of 
there  on  the  Oregon  Short  Line  Railroad  the  Salt  Lake 
City  jobber  has  the  advantage  in  freight  rates. 

5.  Sources  of  Traffic 

As  to  the  sources  of  some  traffic  it  is  interesting  to 
note  that  in  this  case  evidence  was  introduced  showing 
that  from  fifty  to  seventy-five  per  cent  of  the  products 
sold  by  wholesale  grocery  houses  originate  on  the  coast 
and  do  not  pay  a  Trans-Continental  rate  to  the  coast. 
Manufacturing  establishments  have  also  been  established 
on  the  coast  and  their  products  are  not  in  all  cases  sub- 
ject to  a  Trans-Continental  rate  upon  the  raw  material. 
Furniture  factories,  for  example,  obtain  most  of  their 
raw  material  near  at  hand,  which  they  work  into  the 
finished  product.  Coast  jobbers  use  the  water  routes 
from  the  Atlantic  Seaboard  points  to  such  an  extent  as 
may  be  practicable  and  thus  effect  a  saving  of  about  20 
per  cent  in  comparison  with  the  rail  rates.  It  is  further 
stated  that  manufacturers  on  the  coast,  however,  are  at 
a  disadvantage  as  compared  with  their  eastern  com- 
petitors by  reason  of  a  higher  cost  of  production  due  to 
higher  wage  scales  and  other  similar  conditions.1 

As  the  traffic  between  the  coast  points  and  the  Middle 
West  is  confined  to  five  great  systems,  the  volume  of 
traffic  for  each  is,  in  the  aggregate,  an  immense  amount. 
The  Commission  required  the  interested  carriers  to  keep 
an  accurate  and  detailed  account  for  the  months  of  July, 

1 19  I.  C.  C.  Rep.,  265  and  284. 


52 


FREIGHT  RATES— WESTERN  TERRITORY 


August,  and  September  of  1910,  showing  the  revenue 
which  actually  accrued  on  the  class  rates  at  issue  and  the 
revenue  which  would  have  accrued  on  the  volume  of  busi- 
ness under  a  twenty  per  cent  reduction  of  those  rates. 

6.  Mileage  Rates 

This  account  when  completed  showed  that  the  pro- 
posed reduction  contemplated  by  the  Commission  would 
amount  to  less  than  one  per  cent  of  their  net  operating 
revenue.  Considering  the  financial  condition  of  the  de- 
fendant carriers,  the  Interstate  Commerce  Commission 
established  the  mileage  scale  of  rates  set  forth  in  Table 
11,  this  scale  to  be  applied  for  the  interstate  transpor- 
tation of  freight  between  Tacoma  and  Seattle,  Wash., 
and  Portland,  Ore.,  on  the  one  hand  and  points  in  Wash- 
ington, Oregon,  Idaho,  and  Montana  on  the  other. 

TABLE  11 

Mileage   Scale  of  Rates   Applying   Between   Tacoma   and 

Seattle,  Wash.,  and  Portland,  Ore.,  on  the  One  Hand 

and  Points  in  Washington,  Oregon,  Idaho, 

and  Montana  on  the  Other 


Distances 


100    miles    or    less 

Over   100  miles   but  not   more 

than  200  miles 

Over  200  miles  but  not  more 

than    300    miles 

Over  300  miles  but  not  more 

than    400    miles 

Over  400  miles  but  not  more 

than    500    miles 

Over  500  miles  but  not  more 

than    600    miles 

Over  600  miles  but  not  more 

than    700    miles 


Rates  in  Cents  pek  100  Pounds 


Classes  1 
4         5        A 


91       77       64       55      46      46       36       27 


D         K 


50      43       35       30       25       25       20       15       13       10 
72      61      50      43      36      36      29      22      18      14 


18 


110  94  77  66  55  55  41  33  28  22 

129  110  !!0  77  65  65  52  39  32  26 

147  125  103  SS  74  74  59  44  37  29 

164  139  115  9S  82  82  66  49  41  33 


1  Governed  by  the  Western   Classification. 


TRANS-CONTINENTAL  RATES  58 

The  high  basis  of  the  rail  rates  is  reflected  in  the  ad- 
justment of  the  local  rates  of  the  water  carriers  operat- 
ing in  this  territory.  Many  of  the  points  are  located  on 
the  coast  and  are  not  accessible  to  or  reached  by  the  rail- 
road companies;  the  traffic  between  such  points  is 
served  by  water  vessels,  either  schooner  or  steamship 
lines.  The  rates  via  these  water  carriers  are  on  a  much 
higher  scale  than  those  of  steamship  and  sailing  vessel 
lines  in  the  east,  which  are  called  upon  to  operate  in  com- 
petition with  a  much  lower  scale  of  rates. 

In  other  districts  which  have  not  been  penetrated  by 
the  railroads,  consignments  are  still  handled  by  mule 
teams  and,  as  may  be  inferred,  the  cost  for  this  portion 
of  the  haul  often  exceeds  by  three  or  four  times  the 
charge  from  New  York  to  the  point  at  which  the  team- 
ing companies  take  possession  of  the  freight. 


CHAPTER  V 
intermediate  rates 

1.  Rates  to  and  from  Intermediate  Points 

(a)  Development 

Having  observed  from  the  preceding  sections  of  this 
work  how  the  rates  from  the  eastern  markets  to  the 
Terminal  Points  are  constructed  and  the  basis  employed 
in  establishing  local  rates,  we  will  now  take  up  the  con- 
struction of  rates  to  Intermediate  Points. 

The  basis  that  has  been  employed  for  a  number  of 
years  in  computing  rates  to  points  in  this  territory  lo- 
cated at  some  distance  from  the  Pacific  Coast  Terminals, 
has  been  to  use  the  rate  applying  from  the  eastern  desti- 
nation to  the  Terminal  and  adding  thereto  the  local  rate 
applicable  from  the  coast  city  to  destination.  For  ex- 
ample, the  through  rates  from  Chicago  to  Reno,  Nev., 
were  constructed  by  taking  the  class  rates  applicable 
from  Chicago  to  Sacramento,  Cal.,  this  being  the  nearest 
coast  Terminal,  and  adding  to  these  rates  the  local  rates 
applying  from  Sacramento  to  Reno,  viz. : 

Classes    1      2      3      4      5      A      B       C         D         E 

Rates  .from  Chicago 

to  Sacramento    ..300  260  220  190  165  160  125  100       100        95 

Rates  from  Sacra- 
mento to  Reno ...  129  112  102    87     78     78    24    23%     25%     25% 


Through  rates  from 

Chicago  to  Reno. 429  .372  322  277  243  238  149  123%  125%  120% 

54 


TRANS-CONTINENTAL  RATES  55 

As  this  line  continues  east  certain  other  combinations 
become  available  for  the  construction  of  through  rates. 
For  example,  to  points  east  of  Humboldt,  Nev.,  such  as 
Winnemucca  and  Elko,  under  the  present  method  rates 
are  made  on  a  combination  of  those  to  and  from  the 
Utah  Common  Points,  the  rates  varying  as  the  rates 
from  the  point  of  origin  to  the  Colorado  Common  Points 
vary. 

The  practice  of  maintaining  lower  rates  to  the  Ter- 
minal Points  than  to  the  Intermediate  Points  is  of  com- 
paratively recent  origin.  For  many  years  prior  to  April 
11,  1893,  the  same  rates  applying  to  the  Terminal  cities 
were  applied  to  Reno  and  other  interior  points.  The 
effect  of  this  change  in  the  manner  of  constructing  rates 
was  to  establish  the  highest  main-line  rates  found  at 
any  place  in  the  United  States  and  the  apparent  injustice 
of  the  scheme  is  probably  best  illustrated  in  the  follow- 
ing example. 

On  first-class  traffic  moving  from  Chicago  to  Reno  in 
quantities  of  20,000  pounds,  the  Union  Pacific-Southern 
Pacific  Lines  charge  $858,  whereas  on  a  like  movement 
to  Sacramento,  Cal.,  a  distance  of  154  miles  further,  the 
charge  is  but  $600.  The  same  disparity  in  charges  ex- 
isted were  the  shipment  to  originate  at  Denver,  700  miles 
further  west.  Likewise,  if  the  traffic  originated  in  New 
York  or  Boston,  the  charges  and  the  same  relative  differ- 
ences would  be  perpetuated. 

Since  this  complaint  was  brought  to  the  attention  of 
the  Commission,  the  carriers  have  adopted  a  somewhat 
different  scheme  of  publishing  rates  to  Terminal  cities, 
as  explained  in  Chapter  II.  Formerly,  the  $3  scale  of 
rates  was  blanketed  from  all  the  territory  east  of  the 
Missouri  River,  whereas  the  rates  are  now  graded  and 


56         FREIGHT  RATES— WESTERN  TERRITORY 

relative  increases  in  the  zone  rates  may  be  observed  as 
the  distance  from  ultimate  destination  increases. 

Prior  to  January  1, 1909,  still  another  principle  of  rate 
construction  was  indulged  in  by  these  Trans-Continental 
carriers.  These  rates  were  known  as  Intermediate  class 
rates  to  Reno  and  other  interior  Trans-Continental 
points,  the  rates  on  first  class  being  $3.90  from  Chicago, 
Milwaukee,  and  common  points;  $3.70  from  Mississippi 
River  Common  Points ;  $3.50  from  Missouri  River  Com- 
mon Points ;  and  $3  from  Colorado  Common  Points.  An 
alternative  clause  gave  to  Reno  the  right  of  combination 
rates  based  on  Sacramento  or  these  Intermediate  rates, 
whichever  should  be  lower.  This  method  of  stating 
rates  was  condemned  by  the  Interstate  Commerce  Com- 
mission under  its  rules  relative  to  the  filing  and  publica- 
tion of  freight  schedules.  The  tariffs  were  then  changed 
to  cancel  the  alternative  clause  and  the  Intermediate 
class  rate  and  thus  rates  to  all  Nevada  points  were  based 
on  Sacramento.  This  was  the  situation  when  the  case 
was  brought  to  a  focus  by  the  commercial  bodies  of  the 
intermountain  cities. 

(b)  Volume  of  Traffic 

To  those  not  acquainted  with  the  circumstances,  it 
might  appear  that  the  amount  of  traffic  involved  in  this 
issue  would  be  of  a  negligible  amount  as  contrasted  with 
the  whole.  Such,  however,  is  not  the  case,  as  is  evidenced 
by  the  following  exhibit  of  one  of  the  defendant  lines 
showing  the  earnings  of  the  Central  Pacific  Railway  on 
business  wholly  within  the  state  of  Nevada,  on  business 
passing  through  the  state,  on  business  originating  in  and 
passing  out  of  the  state,  and  on  business  originating  out 


TRANS-CONTINENTAL  RATES  57 

of  the  state  and  having  its  destination  in  the  state,  for  the 
fiscal  year  ending  June  SO,  1907. 

Percentage 

Revenue  of  Total 

Intrastate  traffic   $  159,701.40  2 

Traffic  originating  outside  and  coming  into  the 

state    1,GS3,687.69  20 

Traffic  originating  in  and  passing  out  of  the 

state    831,802.96  10 

Total    $2,675,282.05  32 

Traffic  passing  through  the  state 5,578,2S2.28  68 

Sum  of  total $8,253,564.33  100 

This  exhibit  in  itself  suffices  to  show  that  while  the 
traffic  of  Nevada  may  have  been  of  a  negligible  quantity 
at  one  time,  yet  its  traffic  at  the  present  time  has  assumed 
healthy  proportions  and  it  is  reasonable  to  presume  that, 
with  the  vast  irrigation  projects  and  the  reclamation  of 
arid  wastes,  the  traffic  will  increase  materially  from  year 
to  year. 

(c)  Sources  of  Traffic 

Another  exhibit  submitted  in  this  case  dealt  with  the 
sources,  or  the  originating  points,  of  traffic  destined  to 
Reno  and  other  cities.  This  exhibit  indicated  that  ap- 
proximately 25  per  cent  of  the  traffic  originated  in  Trunk 
Line  and  New  England  territories  and  that  75  per  cent 
originated  in  Central  Freight  Association  Territory  and 
points  west  thereof.  This  seemingly  indicated  that  the 
competition  of  western  markets  is  more  effective  in  this 
region  than  the  competition  of  markets  located  further 
east.  Touching  this  phase  of  the  question,  the  Commis- 
sion stated  as  follows : 


58         FREIGHT  RATES— WESTERN  TERRITORY 

*  *  *  It  may  be  historically  the  fact,  as  the  carriers  assert, 
that  the  transcontinental  blanket  rates  given  to  the  Pacific  coast 
cities  were  put  in  to  meet  water  competition  from  the  Atlantic 
coast  points,  and  that  these  rates  were  extended  westward  from 
the  Atlantic  as  matter  of  grace  to  western  manufacturers  and  pro- 
ducers; to-day,  however,  it  might  well  be  said  that  this  blanket 
is  extended  not  westward,  but  eastward,  so  as  to  give  the  eastern 
manufacturer  or  jobber  some  opportunity  to  reach  the  far  west- 
ern markets.     #     *     *  i 

(d)  Earnings  of  Carriers  Engaged  in  Traffic 

The  following  excerpt  from  the  opinion  of  the  Commis- 
sion relative  to  the  revenue  of  the  carriers  engaged  in 
this  traffic  is  particularly  illuminating. 

*  *  *  During  the  past  two  years  the  operating  revenues 
of  the  Southern  Pacific  Company's  Pacific  system  have  increased 
$8,000,000  while  its  operating  expenses  have  decreased  $5,000,- 
000,  thus  producing  an  increased  operating  income  of  over  $12,- 
000,000,  or  a  net  increase  of  about  $2,000  per  mile  of  road. 

There  appears  in  the  record  a  compilation  from  the  statistics 
of  this  Commission  for  the  years  of  1898-1907  in  which  is  shown 
that  in  these  ten  years  the  carriers  in  the  Pacific  coast  territory 
doubled  their  freight  tonnage,  which  rose  from  18,000,000  to 
35,000,000  tons;  almost  doubled  their  gross  revenue;  their  re- 
ceipts per  mile  increased  over  70  per  cent ;  their  receipts  per 
ton  per  mile  increased  from  1.07  to  1.25,  or  about  20  per  cent; 
while  the  relation  of  expenses  to  earnings  remained  practically 
constant  as  62.50  per  cent.  These  figures  are  for  all  the  roads 
in  the  Pacific  territory.  But  if  we  take  the  Central  Pacific  alone 
we  find  it  third  in  the  list  of  Pacific  coast  roads  in  tons  carried 
and  the  highest  of  all  in  freight  earnings  per  mile  ($13,453  per 
mile  in  1907).  While  it  is  one  of  three  railroads  in  the  west 
carrying  over  a  million  tons  of  freight  per  mile  of  road — the 
average  for  the  United  States — the  earnings  of  the  Central  Pa- 
cific per  mile  are  65  per  cent  greater  than  the  average  for  the 
United  States  and  100  per  cent  greater  than  the  average  of  the 
roads  west  of  Chicago.     *     *     *  2 

1 19  I.  C.  C.  Rep.,  238-256. 
2  19  I.  C.  C.  Rep..  238-256. 


TRANS-CONTINENTAL  RATES  59 

2.  Readjustment  of  Rates  to  Reno  and  Related  Points 

In  this  case  the  Railroad  Commission  of  Nevada  peti- 
tioned that  Reno  be  given  rates  from  all  territories  as 
low  as  those  to  Sacramento.  This  the  Commission  de- 
clined to  do,  hut  instead  prescribed  the  following  adjust- 
ment to  be  established  to  Reno,  Nev.,  and  points  east 
thereof  to  but  not  including  Winnemucca,  Nev. : 

Classes    1      2      3      4     5      A     B      C     D     E 

Hates  from  New  York  and 

Common  Points    350  301  249  2C0  167  175  138  111  103  93 

Rates  from  Pittsburgh- 
Buffalo   Common  Points. 320  278  229  1S7  157  1G2  128  103     96  86 

Rates  from  Cincinnati-De- 
troit Common  Points 305  263  219  181  152  156  123     9S    92  83 

Rates  from  Chicago  and 
Common  Points    290  251  209  175  147  150  118     94     89  80 

Rates      from      Mississippi 

River  Common  Points... 280  242  203  171  143  146  114     91     86  78 

Rates  from  Missouri  River 

Common  Points   230  200  168  145  122  122     96     76     73  65 

Rates  from  Denver  and 
Colorado  Common  Points.210  182  154  133  112  112    87     70    66  60 

To  Winnemucca,  Nev.,  and  points  east  thereof  to  the 
Nevada-Utah  state  line,  the  Commission  prescribed  the 
following  scale: 

Classes    1      2      3      4     5      A     B      C     D     E 

Rates  from  New  York  and 

Common  Points   333  286  237  190  159  166  131  105     98  88 

Rates  from  Pittsburgh- 
Buffalo   Common   Points. 304  262  218  178  149  144  122     9S     91  82 

Rates  from  Cincinnati-De- 
troit Common  Points 290  250  208  172  144  148  117     93     87  79 

Rates  from  Chicago  and 
Common  Points   275  238  199  166  140  143  107    89    85  76 

Rates      from      Mississippi 

River  Common  Points... 266  230  193  162  136  139  108    86    82  74 
Rates    from    Omaha    and 

Sioux  City  Group 238  206  174  150  126  126     99     79     75  67 

Rates  from  Lincoln-Topeka 
Group    219  190  100  138  116  116     91     72    69  62 

Rates  from  Colorado  Com- 
mon Points   200  172  146  126  106  106    83    67    63  57 


-». 


60         FREIGHT  RATES— WESTERN  TERRITORY 

The  groups  from  which  these  rates  are  to  be  applied  are 
identical  with  those  used  in  the  rates  to  and  from  the 
Pacific  Coast  Terminal  Points. 

3.  Grouping  of   Territory  for   Construction  of   Com- 
modity Rates  to  and  from  Intermediate  Points 

No  order  was  issued  at  that  time  regarding  commodity 
rates,  but  the  carriers  were  required  to  make  a  record 
of  all  shipments  into  Nevada  from  eastern  defined  ter- 
ritories for  a  certain  period  during  the  year  1910.  This 
tabulation  was  to  show  (1)  the  commodity,  (2)  the 
weight,  carload  or  less-than-carload,  (3)  the  point  of 
origin  and  the  Trans-Continental  territorial  group  in 
which  the  same  is  located,  (4)  the  rate  that  would  be 
applied  under  the  tariff  in  effect  July  1,  1910,  (5)  the 
gross  charges  thereunder,  (6)  the  rate  applicable  under 
the  order  made  in  this  case,  (7)  the  gross  charges  there- 
under, (8)  the  rate  that  would  be  applied  were  the  move- 
ment to  Sacramento,  and  (9)  the  gross  charges  there- 
under. 

The  Commission's  decision  relative  to  class  rates  was 
announced  June  6,  1910.  About  a  year  later,  the  data 
which  it  called  for  in  the  above  order  was  analyzed  by 
it  and  a  decision  was  rendered  respecting  the  construc- 
tion of  commodity  rates  to  and  from  eastern  points  of 
origin  and  destination. 

The  eastern  territory  was  first  subdivided  into  five 
groups,  or  zones,  which  were  defined  as  follows: 

(a)  Group  One 

All  that  portion  of  the  United  States  lying  west  of  a 
line  called  Line  1,  which  extends  in  a  general  southerly 


TRANS-CONTINENTAL  RATES  6] 

direction  from  a  point  immediately  east  of  Grand  Port- 
age, Minn. ;  thence  southwesterly  along  the  northwestern 
shore  of  Lake  Superior  to  a  point  immediately  east  of 
Superior,  "Wis. ;  thence  southerly  along  the  eastern  boun- 
dary line  of  Trans-Continental  Group  F  to  the  intersec- 
tion of  the  Arkansas-Oklahoma  state  line;  and  thence 
along  the  west  side  of  the  Kansas  City  Southern  Railway 
to  the  Gulf  of  Mexico. 

This  group  has  been  modified  in  so  far  as  certain 
points  in  Trans-Continental  Group  F  contiguous  to  St. 
Paul  and  Duluth  are  concerned,  embracing  such  stations 
north  of  Sioux  City,  Iowa,  to  and  including  Duluth, 
Minn.,  and  Superior,  Wis.,  as  are  on  the  Chicago,  St. 
Paul,  Minneapolis  &  Omaha  Railway  and  its  connections 
beyond  the  Twin  Cities.  These  points  were  previously 
grouped  with  Missouri  River  points  and  took  the  Mis- 
souri River  rate  adjustment. 

The  modification  of  the  order  permitted  the  applica- 
tion of  Mississippi  River  rates  to  all  points  north  of 
Sioux  City  to  and  including  St.  Paul  and  Minneapolis', 
and  the  application  of  Chicago  (Group  D)  rates  to  points 
north  of  the  Twin  Cities  to  and  including  Duluth,  Minn., 
and  Superior,  Wis.  Group  F  south  of  Sioux  City,  Iowa, 
was  not  disturbed. 

(b)  Group  Two 

All  territory  in  the  United  States  lying  east  of  Line  1 
and  west  of  a  line  called  Line  2,  which  begins  at  the  inter- 
national boundary  line  between  the  United  States  and 
Canada,  immediately  west  of  Cockburn  Island,  on  Lake 
Huron ;  thence  westerly  through  the  Straits  of  Mackinac ; 
thence  southerly  through  Lake  Michigan  to  its  southern 


62         FREIGHT  RATES— WESTERN  TERRITORY 

boundary;  thence  following  the  western  boundary  line 
of  Trans-Continental  Group  C,  through  Paducah,  Ky. ; 
thence  following  the  east  side  of  the  Illinois  Central  Rail- 
road to  the  southern  boundary  line  of  Trans-Continental 
Group  C ;  and  thence  following  the  eastern  boundary  line 
of  Group  C  to  the  Gulf  of  Mexico. 

(c)  Group  Three 

All  territory  in  the  United  States  lying  east  of  Line  2, 
north  of  the  southern  boundary  of  Trans-Continental 
Group  C,  and  on  and  west  of  Line  3,  which  is  the  Buffalo- 
Pittsburgh  line  from  Buffalo,  N.  Y.,  to  Wheeling,  W.  Va., 
marking  the  western  boundary  of  Trunk  Line  Freight 
Association  Territory;  and  thence  following  the  Ohio 
River  to  Huntington,  W.  Va. 

(d)  Group  Four 

All  territory  in  the  United  States  east  of  Line  3  and 
north  of  the  southern  boundary  of  Trans-Continental 
Group  C. 

(e)  Group  Five 

All  territory  south  and  east  of  Trans-Continental 
Group  C. 

4.  Bases  for  Rates 

(a)  From  or  to  Mississippi  River  Common  Points 

The  same  rates  are  provided  from  or  to  Mississippi 
River  Common  Points  as  those  contemporaneously  in 


TRANS-CONTINENTAL  RATES  63 

effect  to  North  Pacific  Coast  Terminals,  this  principle 
to  be  maintained  at  all  main-line  points  in  Nevada  and 
California. 

(b)  From  or  to  Chicago  and  Chicago  Common 
Point  Territory 

Traffic  originating  in  Chicago  or  in  Chicago  Common 
Point  Territory  and  moving  under  commodity  rates  may 
have  a  rate  7  per  cent  higher  than  that  imposed  on  freight 
originating  in  Chicago  or  in  Chicago  Common  Point  Ter- 
ritory and  destined  to  the  Coast  Terminals. 

(c)  From  or  to  Buffalo -Pittsburgh  Territory 

The  rates  from  this  territory  to  Intermediate  Points 
may  not  rise  more  than  15  per  cent  above  those  demanded 
and  charged  from  this  territory  to  the  Coast  Terminals. 

(d)  From  or  to  New  York  Common  Points 

The  rates  from  New  York  or  Trunk  Line  Territory 
may  not  exceed  the  rates  charged  to  the  Coast  Terminals 
by  more  than  25  per  cent. 

The  interested  carriers  appealed  the  order  of  the  In- 
terstate Commerce  Commission  announcing  this  basis  to 
the  Supreme  Court  of  the  United  States,  but  without 
avail,  as  that  body  upheld  the  order.* 

5.  Rates  to  and  from  Phoenix,  Ariz, 

When  investigating  the  rates  to  Reno,  the  Interstate 
Commerce  Commission  included  in  its  investigation  th« 

s  Decision  June  22,  1914. 


61         FREIGHT  RATES— WESTERN  TERRITORY 

rates  to  Phoenix,  Ariz.,  as  they,  also,  were  the  subject  of 
a  complaint  by  interested  trade  bodies.  The  Commission 
condemned  the  existing  class  and  commodity  rates  as  un- 
reasonable, for  substantially  the  same  conditions  were 
found  surrounding  this  traffic  as  were  found  in  the  ease 
of  the  Eeno  rates.  The  existing  rates  to  Phoenix  at  the 
time  of  the  investigation  were  as  follows : 

Classes  1   2   3   4   5  A  B  C  D  E 

Rates  from  Kansas  City.. 341  298  268  216  190  190  163  137  115  107 

Rates  from  St.  Louis 341  298  275  221  195  197  163  139  115  107 

Rates  from  Chicago 361  314  287  226  200  205  171  146  121  112 

Rates  from  Cincinnati 361  314  2S7  231  202  206  171  146  121  112 

Rates  from  Pittsburgh 391  343  307  244  214  217  179  154  131  122 

These  rates  were  judged  to  be  unreasonable  and  the 
following  rates  were  established  in  lieu  thereof : 

Classes    1       2       3      4      5      A      B       C  D  E 

Rates  from  Kansas  City.  .250  217  183  15S  133  133  104    S3  79  71 

Rates  from  St.  Louis 2S0  242  203  171  143  146  114     91  86  7S 

Rates  from  Chicago 290  251  209  175  147  150  US    94  89  80 

Rates  from  Cincinnati 205  263  219  181  152  156  123     98  92  83 

Rates  from  Pittsburgh 320  276  229  1S7  157  162  128  103  96  86 

6.  Commodity  Eates 

The  adjustment  of  rates  authorized  by  the  Commission 
to  be  applied  to  Reno  was  extended  to  Phoenix  and  to 
other  Southern  Gateways,  such  as  Ash  Fork,  Maricopa, 
San  Bernardino,  Bakersfield,  Fresno,  and  Ventura. 

7.  Eates  to  Spokane,  Wash. 

Eates  to  Spokane,  Wash.,  were  formerly  made  the 
same  as  the  rates  to  Eeno  were  made,  that  is,  by  adding 
to  the  terminal  rate  a  back-haul  or  local  rate  from  the 


TRANS-CONTINENTAL  RATES  65 

nearest  terminal  point.  To  illustrate  the  adjustment  it 
may  be  well  to  compare  the  rates  to  Seattle,  Wash.,  Spo- 
kane, Wash.,  and  Missoula,  Mont.  (Missoula,  Mont., 
being  some  250  miles  east  of  Spokane),  from  New  York, 
Chicago,  and  St.  Paul. 

The  rates  in  effect  at  the  time  of  this  investigation 
from  St.  Paul,  Chicago,  and  New  York  to  Seattle  were 
as  follows : 

Classes    1      2      3      4      5     A     B  C     D  E 

Rates  from   St.  Paul 300  2G0  220  190  160  160  125  100     Do  85 

Rates  from  Chicago 300  2G0  220  190  1G5  1G0  125  100  100  95 

Rates  from  New  York 30O  2G0  220  190  1G5  160  125  100  100  95 

The  rates  from  St.  Paul  and  Chicago  to  Spokane  were 
as  follows: 

Classes  1   2   3   4   5  A  B   C  D  E 

Rates  from  St.  Paul 300  260  220  190  150  145  125  100  95  85 

Rates  from  Chicago 3C0  310  2G0  210  170  170  145  117  109  98 

The  rates  from  St.  Paul  and  Chicago  to  Missoula  were 
as  follows : 

Classes    1      2      3      4      5     A     B      C     D      E 

Rates  from   St.   Paul 236  201  165  142  118  118     94     83     59     47 

Rates  from  Chicago 296  251  205  167  138  143  114  100     73     60 

The' class  rates  from  New  York  to  Spokane  and  Mis- 
soula were  made  on  the  Chicago  combination.  It  may  be 
observed  that  the  class  rales  from  St.  Paul  to  Spokane 
and  Seattle  are  the  same.  The  class  rates  from  Chi- 
cago are  higher  in  all  cases  to  Spokane  than  to  Seattle, 
while  they  are  somewhat  lower  to  Missoula  than  to 
either  Spokane  or  Seattle.  The  class  rates  from  Chicago 
to  Missoula  are  made  on  the  combination  based  on  St. 
Paul.  From  New  York  to  Seattle  the  class  rates  are  the 
same  as  those  from  St.  Paul  and  Chicago  but  much 
higher  than  those  to  both  Spokane  and  Missoula.    While 


66         FREIGHT  RATES— WESTERN  TERRITORY 

no  discrimination  exists  in  so  far  as  traffic  originating 
at  the  Missouri  Kiver  is  concerned,  traffic  originating  east 
of  the  Missouri  River  pays  in  all  cases  a  somewhat  higher 
rate  to  Spokane  than  to  Seattle.  The  difference  against 
Spokane  increases  in  direct  relation  to  the  distance  from 
St.  Paul. 

In  considering  this  adjustment,  it  may  be  well  to  re- 
view some  of  the  remarks  of  the  Interstate  Commerce 
Commission  in  connection  with  the  development  of  the 
structure.    The  Commission,  through  Mr.  Prouty,  states  :4 

*  *  *  One  other  matter  which  was  gone  into  at  some 
length  upon  the  hearing  may  be  referred  to  in  this  connection. 
The  report  of  the  Commission  in  the  original  Spokane  case,  5  I.  C. 
C.  Rep.,  478,  found  that  Spokane  was  discriminated  against  not 
only  in  comparison  with  the  coast  towns  farther  west,  but  also 
as  compared  with  Missoula  and  other  towns  upon  the  east.  There 
is  some  suggestion  in  the  complaint  that  Missoula  still  enjoys 
the  benefit  of  more  favorable  rates  in  a  few  instances. 

The  original  case  was  decided  in  the  winter  of  1892,  and  soon 
after  the  Northern  Pacific  Railway  Company,  which  was  the  de- 
fendant in  that  proceeding,  attempted  to  comply  in  substance 
with  the  order  of  the  Commission  which  had  directed  certain 
changes  in  rates  to  Spokane,  principally  the  charging  of  a  lower 
class  rate  from  St.  Paul  than  was  made  to  the  Pacific  coast.  The 
advent  of  the  Great  Northern  Railroad  as  a  transcontinental 
competitor  at  about  the  same  time  still  further  complicated  the 
situation,  and  the  result  was  a  period  of  very  unsettled  and  un- 
satisfactory transcontinental  rate  conditions  lasting  from  1893 
down  to  1898.  The  jobbers  upon  the  Pacific  coast,  notably  those 
of  San  Francisco,  insisted  that  the  rates  were  too  favorable  to 
their  competitors  in  the  middle  west,  and  they  were  aggressive 
in  their  insistence  upon  a  readjustment  of  these  tariffs.  Finally 
an  understanding  was  reached  between  the  jobbers  of  the  Pacific 
coast  and  the  transcontinental  lines  by  which  rates  were  restored, 

*  15  I.  C.  C.  Rep.,  376-426. 


TRANS-CONTINENTAL  RATES  67 

the  difference  between  carloads  and  less  than  carloads  being  ma- 
terially widened.  The  adjustment  of  rates  then  put  into  effect 
was  subsequently  in  the  main  approved  by  this  Commission  in 
Business  Men's  League  of  St.  Louis  v.  Atchison,  Topeka  &  Santa 
Fe  Ry.  Co.,  9  I.  C.  C.  Rep.,  318,  and  has  remained  in  effect  ever 
since. 

By  this  restoration  of  rates  in  1898  the  original  discrimina- 
tion against  Spokane  was  restored,  all  attempts  to  comply  with 
the  order  of  the  Commission  being  abandoned  and  rates  rees- 
tablished upon  the  original  basis.  We  have  seen  that  in  1900  the 
American  Hawaiian  Steamship  Company  put  into  service  a  line 
of  steamships  via  the  Straits  of  Magellan,  and  by  the  year  1902 
this  company  had  extended  its  operations  as  far  north  as  Ta- 
coma  and  Seattle.  Traffic  had  also  begun  to  move  to  some  extent 
via  this  line  and  these  Sound  ports  to  Spokane.  For  the  pur- 
pose of  meeting  this  competition  the  defendants  put  into  effect, 
about  1902,  certain  additional  commodity  rates  to  Spokane,  but 
the  general  situation  was  not  changed. 

Certain  rights  of  way  through  the  city  of  Spokane  were 
needed  by  the  Great  Northern  Railway  in  the  course  of  its 
construction  from  the  east  to  the  coast,  and  that  company  ap- 
plied to  the  citizens  of  Spokane  for  a  donation  of  the  necessary 
land.  The  president  of  that  company  held  several  meetings  with 
the  citizens  and  with  various  committees  on  this  subject,  during 
which  he  either  expressly  said  or  left  a  very  strong  impression 
that  if  this  right  of  way  was  granted  the  Great  Northern  Rail- 
way would  apply  terminal  rates  at  Spokane.  At  about  the  time 
that  railroad  was  opened  for  operation  to  Spokane  a  certain 
tariff  was  printed  but  apparently  never  put  into  effect,  which 
named  rates  to  Spokane  not  quite  as  low  as  those  to  Seattle,  but 
very  much  lower  than  any  which  were  ever  actually  applied. 
The  alleged  failure  of  Mr.  Hill  to  keep  his  promises  and  the 
inability  of  Spokane  to  procure  in  any  way  what  jobbers  con- 
ceived to  be  fair  rates,  finally  led  in  1904  to  the  organization 
of  a  boycott  by  the  jobbers  of  Spokane  against  the  Great  North- 
ern and  Northern  Pacific  lines.  These  shippers  by  concerted 
action  diverted  their  entire  shipments  to  the  Union  Pacific  line, 
of  which  the  Oregon  Railway  &  Navigation  Company  is  the  de- 


68         FREIGHT  RATES— WESTERN  TERRITORY 


livering  carrier.  The  result  was  a  conference  between  the  rail- 
ways and  the  jobbing  interests  of  Spokane  at  which  coast  jobbers 
were  also  represented,  the  outcome  being  an  understanding  that 
Spokane  was  to  be  accorded  a  certain  denned  territory. 

It  was  said  upon  this  hearing  that  this  territory  was  turned 
over  to  the  Spokane  jobbers  by  reducing  the  distributing  rates 
from  Spokane,  which  were  declared  to  be  very  much  lower  than 
the  corresponding  distributing  rates  from  coast  towns.  Whether 
those  rates  are  or  are  not  more  favorable  to  Spokane  we  have 
not  considered,  but  it  seems  certain  that  no  change  was  made 
in  these  rates  at  this  time.  The  purpose  was  effected  by  accord- 
ing to  Spokane  certain  carload  commodity  rates  from  eastern 
points  of  supply.  The  railways  inquired  where  the  various  job- 
bers obtained  their  supplies  and  put  into  effect  such  rates  from 
those  points  as  would,  in  comparison  with  rates  to  terminal 
points,  enable  Spokane  to  undersell  the  terminal  jobber.  Pre- 
vious to  this  time  the  commodity  rates  accorded  to  Spokane  had 
been  few  in  number.  They  were  now  very  much  increased. 
Previous  to  this  they  had  seldom  extended  farther  east  than 
St.  Paul  and  never  beyond  Chicago.  Now  many  of  them  were 
applied  as  far  as  the  Buffalo-Pittsburg  line  and  some  were 
extended  even  to  the  Atlantic  seaboard.  The  conceded  effect  was 
to  pass  over  to  the  jobber  of  Spokane  a  territory  about  100 
miles  in  extent  to  the  east  and  to  the  south,  including  the 
Palouse  country  upon  the  north  of  the  Snake  River. 

While,  therefore,  Spokane  rests  under  the  rale  disabilities 
and  discriminations  stated  in  the  opening  of  this  report,  it  en- 
joys, in  so  far  as  it  can  under  that  scheme  of  rate-making, 
exceptional  freight  rates.  Spokane  is  probably  more  favored 
in  this  respect  than  any  other  interior  jobbing  point.     *     *     * 

8.  Readjustment  of  Rates  to  Spokane 

*  *  *  It  was  said  in  the  original  Spokane  ease,  5  I.  C.  C. 
Rep.,  478,  that  these  class  rates  were  not  competitive.  Whatever 
may  have  been  the  case  then,  this  is  not  strictly  true  now.  At 
that  time  the  class  rate  graded  up  from  the  Missouri  River  to 
the  Atlantic  seaboard,  being,  first  class.  $3.50  from  St.  Paul  to 


TBANS-CONTINENTAL  RATES  69 

Seattle,  as  compared  with  $4.20  from  New  York.  To-day,  under 
the  influence  of  competitive  conditions,  class  rates  are  in  the 
main  the  same  from  ail  territory  east  of  the  Missouri  River  to 
Pacific  coast  terminals.  But  while  these  class  rates  to  the 
coast  cities  are  influenced  to  some  extent  by  competitive  condi- 
tions, this  is  not  true  to  the  same  extent  as  with  commodity  rates, 
and  whatever  may  be  said  of  such  rates  from  points  east  of 
St.  Paul,  we  are  clear  that  the  present  scale  of  class  rates  from 
St.  Paul  to  Seattle  affords  ample  compensation  to  the  defendants. 

In  the  original  case  the  Commission  established  from  St.  Paul 
to  Spokane  class  rates  which  were  82  per  cent  of  those  to  Seattle. 
The  first  class  rate  from  St.  Paul  to  Seattle  was  then  $3.50 ;  if 
is  now  $3.  In  our  opinion  reasonable  class  rates  from  St.  Paul 
to  Spokane  would  be  obtained  by  reducing  the  present  Seattle 
rate  about  16  2/i  per  cent. 

Class  rates  from  Chicago  to  Spokane  may  properly  be  higher 
than  those  from  St.  Paul  by  the  following  arbitraries: 

Classes    1       2      3      4      5      A      B       C      D      E 

Rate     50     42     33     21     17     21     17     14     12     11 

The  resulting  rates  will  be  substantially  those  which  have 
been  applied  in  the  past  from  St.  Paul  to  Seattle,  and  which 
we  have  found  to  be  sufficiently  high  without  reference  to  com- 
petitive conditions.  The  distance  from  Chicago  to  Spokane  is 
but  slightly  greater  than  that  from  St.  Paul  to  Seattle,  and  there 
is  no  condition  of  transportation  which  would  justify  the  main- 
tenance of  higher  class  rates. 

In  our  opinion,  therefore,  upon  a  consideration  of  all  the 
facts  and  circumstances,  the  rates  named  below  would  be  reason- 
able class  rates  to  be  charged  for  the  future  from  St.  Paul  and 
Chicago  to  Spokane : 


From 

To  Spokane 

1 

o 

o 
O 

4    5    A 

B 

C 

D 

E 

St  Paul. . .     

250 

217 
250 

183 

2i  r, 

158  133  133 
170  150  154 

104 
121 

S3 
07 

70 
01 

71 

82 

70         FREIGHT  RATES— WESTERN  TERRITORY 

Similar  reductions  were  authorized  in  the  existing 
commodity  rates  and  the  carriers  have  complied  with  the 
Commission's  orders  both  as  to  class  and  commodity 
rates. 

CONCLUSION 

It  is  expected  that  the  opening  of  the  Panama  Canal 
will  tend  to  stimulate  the  development  of  manufacturing 
enterprises  on  the  Pacific  coast,  because  of  the  ability 
to  secure  raw  materials,  etc.,  at  a  low  transportation  cost. 
In  a  very  short  course  of  time,  we  will  undoubtedly  find 
that  California  will  be  seeking  a  market  for  the  sale  and 
distribution  of  articles  manufactured  on  the  Pacific  coast 
in  competition  with  articles  manufactured  in  eastern 
states. 

The  foregoing  article  is  descriptive  of  the  present  ad- 
justment and  a  careful  study  of  it  will  give  a  satisfactory 
understanding  of  the  adjustment  as  it  stands  today. 


TEST  QUESTIONS 

These  questions  are  for  the  student  to  use  in  testing 
his  knowledge  of  the  assignment.  The  answers  should 
be  written  out,  but  are  not  to  be  sent  to  the  University. 

1.  What  method  is  followed  in  publishing  rates  under  the 
Trans-Continental  adjustment  ? 

2.  By  whom  are  the  rates  on  traffic  from  the  eastern  states 
to  the  Pacific  Coast  published? 

3.  Designate  the  grouping  of  territories  for  points  of  origin 
on  westbound  traffic  and  give  an  important  town  in  each  of  the 
groups. 

4.  Enumerate  the  alternative  routes  which  may  be  used  on 
forwarding  traffic  from  from  the  East  to  the  Pacific  Coast. 

5.  What  company  possesses  a  through  route  from  the  East 
to  the  Pacific  Coast? 

6.  What  is  the  oldest  route? 

7.  How  will  the  opening  of  the  Panama  Canal  affect  traffic 
via  the  other  routes? 

8.  In  what  year  was  the  route  via  Panama  established  ? 

9.  By  whom  is  the  Panama  Railroad  operated? 

10.  When  was  the  Tehauntepec  route  established? 

11.  Discuss  the  service  via  both  routes. 

12.  In  what  year  was  the  all-rail  route  to  the  Pacific  Coast 
completed  ? 

13.  What  is  the  shortest  route  from  New  York  to  San  Fran- 
cisco?    The  longest  route? 

14.  What  route  from  the  standpoint  of  time  affords  the  best 
service  from  New  York  to  San  Francisco  on  general  traffic? 

15.  May  persons  located  at  interior  points  avail  themselves  of 
the  services  of  the  all-water  carriers? 

16.  From  the  tonnage  forwarded  via  the  water  lines,  would 
you  say  that  they  are  encroaching  upon  the  railroad's  tonnage? 

17.  In  your  opinion  will  the  opening  of  the  Panama  Canal 
result  to  the  advantage  or  disadvantage  of  the  Trans-Continental 
Rail  Line? 

18.  Why  is  it  not  possible  to  indicate  specific  rates  applicable 
upon  all  traffic  via  the  water  lines  from  port  to  port? 

19.  Why  are  the  all-rail  routes  permitted  to  fix  their  charge! 
on  a  somewhat  higher  basis  than  the  water  lines? 

71 


72         FREIGHT  RATES— WESTERN  TERRITORY 

20.  Unless  the  water  carriers'  rates  were  equalized  in  so  far 
as  the  manufacturer  located  in  the  Middle  West  was  concerned, 
what  effect  would  it  have  upon  the  markets  of  production? 

21.  Define  the  terminal-point  grouping  employed  in  this 
adjustment. 

22.  What  are  Intermediate  Points? 

23.  Is  the  grouping  extended  to  apply  to  points  in  Canada  ? 

24.  Is  the  grouping  of  Eastern  Territory  a  modification  of 
an  old  adjustment  or  not  ? 

25.  What  is  said  about  the  present  method  of  making  rates 
under  this  adjustment? 

26.  How  is  a  blanket  system  of  rates  defined? 

27.  What  has  been  said  by  the  carriers  with  respect  to  the 
propriety  of  the  Interstate  Commerce  Commission  in  prescribing 
rates  involving  large  areas? 

28.  What  were  the  findings  of  the  Supreme  Court  with 
respect  to  the  appeal  of  the  carriers? 

29.  What  rates  would  Bellingham,  Wash.,  take? 

30.  What  would  be  the  basis  of  rates  to  Callahan,  Ore.  ? 

31.  What  is  the  first-class  rate  from  New  York,  Buffalo, 
Indianapolis,  St.  Louis,  and  Des  Moines,  to  Tacoma,  Wash.? 

32.  What  are  the  rates  on  third-class  traffic  from  the  same 
points  of  origin  to  Vancouver,  B.  C.  ? 

33.  Where  are  the  exceptions  to  the  application  of  rates  on 
this  traffic  published  ? 

34.  How  are  rates  to  interior  points  in  this  territory  con- 
structed ? 

35.  What  would  be  the  rates  from  Cleveland,  Ohio,  via  the 
lake-and-rail  routes,  to  Seattle,  Wash.? 

36.  During  what  time  are  the  rates  via  these  routes  avail- 
able? 

37.  What  is  said  relative  to  the  rates  on  this  traffic  via  South 
Atlantic  and  Gulf  ports? 

33.  May  the  all-rail  rates  greatly  exceed  a  combination  made 
of  the  rail  rates  to  New  York  pins  the  all-water  rate  from  New 
York  to  destination? 

39.  What  is  said  relative  to  marine  insurance?  Via  what 
lines  involving  a  water  haul  do  the  rates  include  a  cost  of 
insurance  ? 

40.  Give  an  illustration  of  the  application  of  arbitrary  rates 
in  constructing  through  rates  to  western  points  of  destination. 

41.  As  a  rule  en  what  basis  are  commodity  rates  via  South 
Atlantic  and  Gulf  ports  published? 

42.  To  a  point  subject  to  Note  13.  what  arbitrary  would  be 
ad 'led  to  the  rate  if  the  shipment  consisted  of  a  girder  weighing 
65.000  pounds? 


TEST  QUESTIONS  73 

43.  To  what  traffic  are  the  rates  on  eastbound  movements 
largely  restricted .' 

44.  Are  the  groupings  employed  on  westbound  traffic  the 
same  as  those  for  eastbound  traffic  \ 

45.  State  the  advantage  of  the  reconsigning  privilege  in  so 
far  as  the  California  orange  grower  is  concerned. 

46.  Is  there  any  difference  between  the  eastbound  and  west- 
bound rates  to  and  from  the  same  groups? 

47.  Discuss  the  development  of  rates  on  lumber  from  the 
Pacific  Coast. 

48.  Are  the  rates  from  the  North  Pacific  Coast  Terminals 
the  same  as  the  rates  from  the  California  Terminals? 

49.  By  whom  are  local  rates  published  in  this  territory? 

50.  By  whom  are  joint  rates  published  between  points  in 
Pacific  slope  territory? 

51.  On  what  basis  do  the  carriers  defend  the  high  scale  of 
rates  that  are  maintained  between  local  points  in  this  territory? 

52.  How  does  the  cost  of  operation  in  this  section  of  the 
country  compare  with  that  in  other  sections? 

53.  What  rates  were  prescribed  by  the  Interstate  Commerce 
Commission  to  apply  as  maximum  rates  between  Sacramento, 
Cal.,  and  points  just  west  of  Salt  Lake  City? 

54.  Within  what  radius  may  jobbers  at  North  Pacific  Coast 
Terminals  distribute  their  products? 

55.  What  percentage  of  the  traffic  to  and  from  this  territory 
originates  at  eastern  points? 

56.  How  do  the  mileage  rates  prescribed  by  the  Interstate 
Commerce  Commission  for  use  in  this  territory  compare  with 
the  scale  employed  in  Central  Freight  Association  Territory? 

57.  How  were  the  rates  to  the  so-called  intermountain  cities 
formerly  constructed? 

58.  Is  this  practice  of  recent  origin? 

59.  Give  an  illustration  of  the  apparent  discrimination  in  so 
far  as  a  merchant  located  at  Reno  and  one  at  San  Francisco 
are  concerned. 

60.  Do  the  so-called  intermountain  states  of  Nevada,  Utah, 
and  Idaho  contribute  to  any  great  extent  to  the  carriers'  rev- 
enue ? 

61.  What  is  said  relative  to  the  sources  of  traffic? 

62.  Are  the  earnings  of  the  carriers  in  this  territory  on  a 
favorable  basis  as  contrasted  with  those  located  in  other  sections 
of  the  country? 

63.  Define  readjustment  of  rates  to  Reno,  Nev.,  and  related 
points. 

64.  What  groups   from   the   eastern  section  of  the  United 


74         FREIGHT  RATES— WESTERN  TERRITORY 

States  were  authorized  by  the  Commission  for  rate-making  pur- 
poses ? 

65.  Give  an  important  point  in  each  of  these  groups. 

66.  What  was  the  extent  of  the  reduction  ordered  in  so  far 
as  the  rates  to  and  from  Phoenix,  Ariz.,  were  concerned? 

67.  What   other   Southern    Gateways   did  this   adjustment 
affect? 

68.  How  were  the  rates  to  Spokane,  Wash.,  formerly  made? 

69.  On  what  basis  was  the  readjustment  of  rates  ordered  to 
Spokane  ? 

70.  What  result  may  be  reasonably  expected  from  the  open- 
ing of  the  Panama  Canal? 


FREIGHT   RATES 

WESTERN   TERRITORY 


PART  4 

EXPORT  AND  IMPORT  FREIGHT  RATES 


WILLIAM  CAMERON 

Chairman,  St.  Louis  Eastbound  Freight  Committee 
Chairman,  St.  Louis-Cincinnati-Louisville  Freight  Committee 


LASALLE  EXTENSION  UNIVERSITY 

(Home  Study  Under  Expert  Guidance) 

CHICAGO 


Copyright,   1914 

LaSALLE  extension  university 


CONTENTS 


I.     Export  and  Import  Traffic 1 

Foreign  Commerce 2 

Port  Cities 3 

Definition  of  Foreign  Countries.  .- 5 

Filing  of  Export  and   Import   Tariffs   by   Ocean 

Carriers   (I 

Through  Rates 7 

Domestic  Rates  as  Maximum 8 

II.     Import  Rates  on  Traffic  Originating  in  Europe 

To  Central  Freight  Association  Territory 10 

Via  Atlantic  Ports  Other  Than  New  York 13 

Via   Gulf  Ports 18 

III.  Import  Class  Rates  to  Points  West  of  the  Missis- 

sippi River 

Missouri  River  Territory 21 

IV.  Import  Rates  From  Other  Than-  European  Coun- 

tries 

Via  Atlantic  Seaboard  Ports 35 

Via  Gulf  Ports 35 

Mexican  Import  Traffic 36 

Import  Rates  via  Pacific  Coast  Ports  of  Entry 40 

Cuban  Traffic   ' 15 

V.     Export  Rates 

From  Central  Freight  Association  Territory 53 

Commodity  Rates 57 

Rates  to  Mexican  Common  Points 58 

Rates  to  Monterey,  Mex 63 

Rates  to  Vera  Cruz  and  Tampico,  Mex 64 

Rates  to  West  Coast  of  Mexico 65 

VI.     Cuban  Traffic 

Class  Rates  from  Central  Freight  Association  Ter- 

ritorv  via  Atlantic  Seaboard  Ports 67 


CONTEXTS 

Class  Rates  from  Central  Freight  Association  Ter- 
ritory via  Gulf  Ports 67 

Proportional    Class   Rates   from    Central   Freight 
Association  Territory  to  Gulf  Ports,  Except  Key 

West,  Fla 69 

Proportional    Class   Rates   from    Central    Freight 

Association  Territory  to  Key  West,  Fla 70 

Class  Rates  from  the  Ports 71 

Commodity  Rates  from  Central  Freight  Association 
Territory  via  Gulf  Ports,  Including  Kev  West, 

Fla 73 

Class  Rates  to  Cuban  Outports 78 

Commodity  Rates  to  Cuban  Outports 78 

Minimum  Charge  .  .' 80 

Marine  Insurance 85 

Rates  from  Ohio  and  Mississippi  River  Points  and 
Related  Points  Published  by  the  Western  Trunk 

Line  Roads   85 

Grouping  of  Territory 86 

Proportional  Class  Rates  to  Key  West,  Fla 86 

VII.     Regulation 

Jurisdiction   of  Federal   Government  over  Water 

Carriers    88 

The    Act    to   Regulate    Commerce    as    Applied    to 

Foreign  Commerce 89 

VIII.     Export  and  Import  Rates  vs.  Domestic  Rates 96 


EXPORT  AND  IMPORT 
FREIGHT  RATES 


CHAPTER  I 

EXPORT  AND  IMPORT  TRAFFIC 

It  is  safe  to  say  that  few  people  who  are  not  directly 
connected  with  the  importation  or  exportation  of  goods 
to  or  from  foreign  countries  appreciate  the  importance 
of  the  rate  structure  under  which  this  traffic  is  handled. 
The  industrial  man  or  jobber  should  be  greatly  interested 
in  this  subject  from  the  standpoint  of  a  further  develop- 
ment of  his  business  and  should  furnish  to  his  patrons 
lines  of  goods  that  cannot  be  secured  in  this  or  their 
countries,  while  the  railroad  traffic  man  should  find  the 
subject  of  importance  from  the  standpoint  of  a  rate- 
making  factor  and  because  it  should  afford  a  field  for  the 
development  of  additional  traffic  for  his  line. 

French  sardines,  English  soaps,  German  toys,  etc.,  are 
placed  on  sale  in  the  middle  western  section  of  this 
country  in  competition  with  articles  of  the  same  kind 
but  of  domestic  manufacture  or  production.  It  is  a  very 
comprehensive  system  of  transportation  that  enables  the 
foreign  producer,  after  paying  a  duty  varying  from  one 
to  fifty  per  cent,  to  sell  at  retail  these  articles  on  sub- 
stantially the  same  terms  as  the  American  producer. 

1 


2  FREIGHT  RATES— WESTERN  TERRITORY 

Likewise,  American  manufacturers  have  created  a  de- 
mand in  foreign  lands  for  their  products,  and  a  system 
of  rates  must  be  evolved  which  will  enable  them  to 
reach  such  markets  and  dispose  of  their  goods  at  some 
profit.  It  is  to  the  carriers'  interest  that  everything 
be  done  to  facilitate  the  development  of  this  commerce. 

1.  Foreign  Commerce 

In  order  to  follow  without  difficulty  the  succeeding 
statements  relative  to  the  adjustment  employed  with 
respect  to  our  foreign  commerce,  it  is  necessary  that  some 
explanation  be  made  of  the  terms  employed. 

By  the  ordinary  use  of  the  word  "imports"  is  under- 
stood the  designation  of  articles  that  are  brought  into 
this  country  from  some  foreign  country,  while  the  term 
' '  exports ' '  is  applied  to  articles  which  are  manufactured 
in  this  country  and  are  sent  abroad  to  countries  either 
adjacent  or  not  adjacent  to  the  United  States. 

This  traffic,  both  as  to  exports  and  imports,  may  be 
divided  into  the  following  classes  for  the  purpose  of 
analysis:  (1)  The  transportation  of  property  from  any 
place  in  the  United  States  to  an  adjacent  foreign  country, 
as,  for  example,  a  movement  of  freight  from  Chicago, 
111.,  to  Montreal,  Can.,  or  from  Chicago  to  Mexico  City, 
Mex. ;  (2)  the  transportation  of  property  from  any  place 
in  the  United  States  to  a  foreign  country  not  adjacent  to 
it  and  carried  from  such  place  to  a  port  of  trans- 
shipment, as,  for  example,  a  movement  of  property  from 
Chicago  to  Havre,  France,  by  way  of  New  York,  N.  Y. ; 
(3)  the  transportation  of  property  from  an  adjacent 
foreign  country  to  any  place  in  the  United  States,  as,  for 


EXPORT  AND  IMPORT  FREIGHT  RATES  3 

example,  a  movement  of  freight  from  Montreal,  Can., 
to  Pittsburgh,  Pa.,  via  International  Border  Points  or  via 
the  Niagara  frontier;  (4)  the  transportation  of  property 
from  a  foreign  country  not  adjacent  to  any  place  in  the 
United  States  and  carried  to  such  place  from  a  port  of 
entry  either  in  the  United  States  or  in  an  adjacent 
foreign  country,  as,  for  example,  a  movement  of  freight 
from  Liverpool,  England,  to  St.  Paul,  Minn.,  through 
any  of  the  American  or  Canadian  ports  of  entry;  (5) 
the  transportation  of  property  from  a  foreign  coun- 
try adjacent  or  not  adjacent  to  the  United  States  through 
an  American  port  of  entry  to  a  foreign  country  adjacent 
or  not  adjacent  to  the  United  States,  by  way  of  an 
American  port  of  transshipment  or  international  border 
point,  as,  for  example,  a  movement  of  freight  from 
Copenhagen,  Denmark,  to  Mexico  City,  Mex.,  by  way 
of  New  York,  N.  Y.,  as  the  port  of  entry  and  Eagle  Pass, 
Tex.,  as  the  point  of  export,  or  a  movement  from  Genoa, 
Italy,  to  Vladivostok,  Siberia,  entering  this  country  by 
way  of  Baltimore  and  being  transshipped  to  final  destina- 
tion by  way  of  Seattle,  Wash. ;  and  (6)  the  transportation 
of  property  to  or  from  American  ports  of  entry  or  trans- 
shipment from  or  to  foreign  countries  adjacent  or  not 
adjacent  to  the  United  States  by  water,  as,  for  example, 
a  movement  of  freight  from  Halifax,  Nova  Scotia,  to 
Boston,  Mass.,  or  from  New  York,  N.  Y.,  to  Vera  Cruz, 
Mex. 

2.  Port  Cities 

The  ports  of  entry  and  transshipment  referred  to  in 
the  foregoing  paragraph  are  applied  to  such  cities  on  and 


4  FREIGHT  RATES— WESTERN  TERRITORY 

adjacent  to  the  Seaboard  as  are  served  by  ocean  steam- 
ship lines.     These  cities  may  be  grouped  as  follows : 

Canadian  Ports 

Halifax,  N.  S.  Montreal,  Que. 

St.  Johns,  N.  B.  West  St.  Johns,  N.  B. 

Vancouver,  B.  C.  Quebec,  Que. 

North  Atlantic  Ports  in  the  United  States 

Boston,  Mass.  Baltimore,  Md. 

Philadelphia,  Pa.  Jersey  City,  N.  J. 

Newport  News,  Va.  Norfolk,  Va. 
New  York,  N.  Y. 

South  Atlantic  Ports  in  the  United  States 

Wilmington,  N.  C.  Savannah,  Ga. 

Beaufort,  S.  C.  Fernandina,  Fla. 

Jacksonville,  Fla.  Charleston,  S.  C. 

Georgetown,  S.  C.  Brunswick,  Ga. 

Gulf  Ports  in  the  United  States 

Key  West,  Fla.  Texas  City,  Tex. 

Pensacola,  Fla.  New  Orleans,  La. 

Port  Arthur,  Tex.  Galveston,  Tex. 

Tampa,  Fla.  Apalachicola,  Fla. 
Mobile,  Ala, 

Pacific  Coast  Ports  in  the  United  States 

San  Francisco,  Cal.  Taeonia,  Wash. 

Seattle,  Wash.  San  Diego,  Cal. 

San  Pedro,  Cal. 

The  above  list  gives  the  more  important  ports  by  way 


EXPORT  AND  IMPORT  FREIGHT  RATES  5 

of  which  published  export  and  import  rates  apply.  There 
are  a  number  of  points  adjacent  to  some  of  these  ports  to 
which  the  basis  is  also  extended.  The  sailings  from  such 
points,  however,  are  not  frequent  and  the  list  given  will 
suffice  for  the  purpose  of  this  treatise.  Before  leaving 
this  subject,  it  may  be  remarked  that  there  is  a  through 
all-water  route  from  ports  located  on  the  Great  Lakes  to 
foreign  countries  by  way  of  the  Welland  Canal  and  the 
St.  Lawrence  Kiver.  In  this  sense  the  Great  Lake  ports 
become  ports  of  entry  or  transshipment. 

3.  Definition  of  Foreign  Countries 

The  tariff  regulations  of  the  Interstate  Commerce 
Commission  provide  that  the  extent  of  the  application 
of  export  and  import  rates  must  be  clearly  set  forth  in 
the  publications  in  which  they  are  contained,  because 
the  term  "foreign  countries"  is  in  itself  ambiguous  and 
susceptible  to  varying  interpretations. 

The  carriers,  in  general,  have  complied  with  this  re- 
quirement, but  no  set  rule  may  be  laid  down  by  which 
it  may  be  determined  what  countries  are  and  what  coun- 
tries are  not  included  in  the  term,  inasmuch  as  in  one 
issue  we  may  find  "foreign  countries"  defined  as  follows : 
"European  countries,  viz.,  Europe,  Asia,  Africa,  Aus- 
tralia, New  Zealand,  and  the  Philippine  Islands";  in 
another  issue  "foreign  countries"  may  be  referred  to 
as  Europe  and  points  beyond;  while  in  still  another  as 
Cuba  and  the  "West  Indies. 

These  variations  serve  to  indicate  the  necessity  of  care- 
ful study  of  the  issues  containing  the  rates,  in  order  to 
ascertain  the  extent  of  their  application. 


6  FREIGHT  RATES— WESTERN  TERRITORY 

4.  Filing  of  Export  and  Import  Tariffs  by 
Ocean  Carriers 

Ocean  carriers  between  ports  of  the  United  States  and 
foreign  countries  not  adjacent  to  it  are  not  subject  to  the 
terms  of  the  Act  To  Regulate  Commerce  nor  to  the 
jurisdiction  of  the  Interstate  Commerce  Commission. 

(a)  Foreign  Countries  not  Adjacent  to  the  United  States 

Sections  a  and  b  of  Rule  71  of  Conference  Tariff  Cir- 
cular No.  1 8- A  read  as  follows : 

(a)  The  inland  carriers  of  traffic  exported  to  or  imported 
from  a  foreign  country  not  adjacent  must  publish  their  rates 
and  fares  to  the  ports  and  from  the  ports,  and  such  rates  or 
fares  must  be  the  same  for  all,  regardless  of  what  ocean  carrier 
may  be  designated  by  the  shipper  or  passenger. 

(b)  As  a  matter  of  convenience  to  the  public  said  carriers 
may  publish  in  their  tariffs  such  through  export  or  import  rates 
or  fares  to  or  from  foreign  points  as  they  may  make  in  connection 
with  ocean  carriers.  Such  tariffs  must,  however,  distinctly  state 
the  inland  rate  or  fare  as  above  provided,  and  need  not  be 
concurred  in  by  the  ocean  carrier,  because  concurrence  can  be 
required  from,  and  is  effective  against,  only  carriers  subject  to 
the  Act. 

(b)  Foreign  Countries  Adjacent  to  the  United  States 

Rule  72  of  Tariff  Circular  No.  18-A  reads  as  fol- 
lows: 

Tariffs  to  or  from  Points  in  Adjacent  Foreign  Countries. — 
Through  rates  and  fares  from  points  in  the  United  States  to 
points  in  foreign  countries  adjacent  thereto  and  through  rates 
and  fares  from  points  in  adjacent  foreign  countries  to  points 
in  the  United  States  are  a  great  convenience,  and  the  Commis- 


EXPORT  AND  IMPORT  FREIGHT  RATES  7 

sion  therefore  desires  to  permit  and  encourage  the  publication 
and  filing  of  such  through  rates  and  fares  under  lawful  and 
proper  conditions.  Therefore,  and  until  further  order  of  the 
Commission : 

A  joint  tariff  naming  rates  or  fares  from  a  point  in  the  United 
States  to  a  point  in  Mexico  or  in  Canada ;  from  a  point  in 
Mexico  or  in  Canada  to  a  point  in  the  United  States ;  from  a 
point  in  Mexico  through  the  United  States  to  a  point  in  Canada ; 
from  a  point  in  Canada  through  the  United  States  to  a  point  in 
Mexico ;  from  a  point  in  Mexico  through  the  United  States  to  a 
point  in  Mexico;  from  a  point  in  Canada  through  the  United 
States  to  a  point  in  Canada ;  from  a  point  in  the  United  States 
through  Mexico  or  through  Canada  to  a  point  in  the  United 
States,  must  be  concurred  in,  in  form  prescribed  in  these  regu- 
lations and  without  reservation  by  all  lines  that  are  parties  to 
the  through  rates  or  fares  and  that  participate  in  transporta- 
tion thereunder;  or,  a  statement  of  the  divisions  of  the  rates 
or  fares  accruing  to  the  roads  in  the  United  States  to  or 
from  the  border  must  be  incorporated  in  the  tariff  or  be  filed 
with  the  Commission  together  with  and  at  the  same  time  the 
tariff  itself  is  filed.     *     *     * 

In  passing,  it  may  be  stated  that,  as  a  rule,  through 
rates  to  adjacent  countries  are  published  and  filed  with 
the  Interstate  Commerce  Commission  wherever  possible 
under  joint  traffic  associations.  On  the  other  hand,  in 
so  far  as  foreign  commerce  to  countries  not  adjacent  to 
the  United  States  is  concerned,  only  the  inland  propor- 
tions of  the  through  rates  are  shown. 

5.  Through  Rates 

As  a  general  rule,  there  are  no  through  rates  published 
either  to  or  from  foreign  countries,  from  or  to  interior 
points  of  destination  in  the  United  States.  As  to  the 
tariffs  publishing  the  through  rates,  these  tariffs  show 


8  FREIGHT  RATES— WESTERN  TERRITORY 

the  proportion  for  the  inland  portion  of  the  haul  and  the 
proportion  for  the  ocean  haul  separately.  They  usually 
contain  a  proviso  that  the  rate  shown  for  the  ocean  haul 
is  not  on  file  with  the  Interstate  Commerce  Commission, 
this  rate  being  subject  to  change  without  notice. 

The  rates  and  classifications  of  the  ocean  carriers  vary 
materially  according  to  the  conditions  applying  on  indi- 
vidual shipments.  Quotations  are  usually  made  for  each 
sailing,  because  they  may  differ  somewhat  from  those  of 
the  previous  sailing.  It  is  apparent  from  this  that  it  is 
quite  essential  to  consult  the  boat  line  or  lines  handling 
these  shipments  at  the  time  they  are  ready  to  be  for- 
warded and  then  to  forward  them  in  ample  time  to  make 
connection  with  the  sailing  for  which  the  quotation  has 
been  given. 

6.  Domestic  Rates  as  Maximum 

As  special  rates  are  made  on  export  and  import  traffic 
to  stimulate  its  movement,  it  is  only  natural  that  such 
rates  should  not  exceed  the  domestic  rates  on  similar 
traffic  between  the  same  points.  It  may  safely  be  said 
that  they  never  do,  for  when  an  inland  proportion  of  an 
export  or  import  rate  is  established,  it  is  always  less  than 
the  domestic  rate  and  when  no  rates  are  established,  the 
domestic  rates  applicable  upon  the  same  traffic  are 
applied. 

There  are  many  special  documents,  such  as  consular 
invoices,  manifests,  etc.,  that  must  be  prepared  when 
shipments  are  forwarded  in  connection  with  ocean  car- 
riers and  the  packing  specifications  are  somewhat  more 
fixed  than  for  shipments  transported  via  rail.  These 
conditions,  however,  will  be  more  fully  dealt  with  in  the 


EXPORT  AND  IMPORT  FREIGHT  RATES  9 

treatise  devoted  to  water  traffic  and  rates.  This  treatise 
will  be  devoted  to  an  exposition  of  joint  export  and 
import  rate  structures,  maintained  by  the  carriers  in  the 
United  States,  which  are  subject  to  the  Act  To  Regulate 
Commerce. 


CHAPTER  II 

IMPORT    RATES    ON    TRAFFIC    ORIGINATING    IN    EUROPE 

1.  To  Central  Freight  Association  Territory 
(a)  Via  New  York,  N.  Y. 

In  the  treatise  on  the  construction  of  freight  rates  in 
Official  Classification  Territory,  the  percentage  system  of 
making  rates  between  points  in  New  England  and  Trunk 
Line  territories  on  the  one  hand  and  points  in  Central 
Freight  Association  Territory  on  the  other,  was  fully  ex- 
plained. It  will  be  found  that,  to  a  considerable  extent, 
the  import  rates  from  European  countries  to  Central 
Freight  Association  Territory  are  constructed  in  the 
same  manner  as  are  the  domestic  rates  from  New  York. 
There  are,  however,  many  specific  import  rates  to  indi- 
vidual points  that  are  constructed  without  regard  to  the 
general  basis.  The  elements  of  competition  via  other 
routes  compel  this  action.  In  connection  with  Central 
Freight  Association  Territory,  St.  Paul  and  Duluth  rate 
territories  should  be  considered  at  the  same  time,  for  the 
reason  that  the  rates  to  these  territories  are  constructed 
with  relation  to  the  Chicago  rates. 

In  considering  import  rates  to  Central  Freight  Asso- 
ciation Territory,  it  will  be  found,  as  a  general  rule,  that 
the  rates  from  New  York  are  taken  as  the  basis,  and  that 
the  rates  from  the  other  ports,  particularly  the  North 
Atlantic  ports,  are  made  with  relation  to  the  New  York 

10 


EXPORT  AND  IMPORT  FREIGHT  RATES  11 

rates.  In  certain  cases,  however,  it  may  be  found  that  the 
rail  carriers  from  the  Gulf  ports  have  adopted  a  lower 
basis  on  traffic  originating  at  some  foreign  countries, 
which  influences  to  a  great  extent  the  rates  on  similar 
traffic  from  the  North  Atlantic  ports.  This  is  probably 
best  exemplified  by  the  movement  of  bananas  into  this 
country.  The  rates  from  Central  American  countries  are 
considerably  less  to  the  Gulf  ports  of  Mobile,  New  Or- 
leans, and  Galveston  than  to  the  North  Atlantic  ports, 
with  the  result  that  the  business  moves  to  a  great  extent 
via  the  Gulf  routes.  The  effects  of  this  are  seen  in  the 
low  rates  established  by  the  Trunk  Line  carriers  from 
North  Atlantic  ports  of  entry  to  interior  destinations  in 
both  Trunk  Line  and  Central  Freight  Association  terri- 
tories, by  which  they  seek  to  attract  the  traffic  to  their 
ports. 

In  order  that  the  trunk  lines  may  compete  with  the 
carriers  serving  the  Gulf  ports,  it  is  necessary  that 
the  through  rates  from  foreign  countries  to  the  ultimate 
destinations  (which  are  the  sum  of  the  ocean  rates  and 
the  inland  rates)  must  not  greatly  exceed  the  rates  appli- 
cable via  another  group  of  ports  of  entry.  From  this  it 
may  be  seen  that  in  many  instances  it  is  necessary  to 
inquire  as  to  the  through  rates  from  points  of  origin  to 
ultimate  destinations  rather  than  to  consider  the  differ- 
ences existing  in  the  rates  eharged  on  the  inland  portion 
of  the  haul. 

( b)  Class  Rates 

The  class  rates  applicable  upon  import  traffic  from 
New  York  to  points  in  Central  Freight  Association  Terri- 
tory are  the  same  as  those  applying  on  domestic  traffic, 


12         FEEIGHT  RATES— WESTERN  TERRITORY 

which  are  shown  in  Table  6  of  the  treatise,  " Freight 
Rates — Official  Classification  Territory  and  Eastern 
Canada." 

(c)  Commodity  Rates 

Table  1  shows  the  rates  applying  from  New  York  to 
Chicago  for  representative  commodities  of  which  there  is 
a  large  and  continuous  movement. 

The  rates  in  Table  1  are  scaled  to  other  points  on  the 
basis  of  the  same  percentages  that  are  applicable  on 
westbound  domestic  commodity  rates  from  New  York  to 
points  in  Central  Freight  Association  Territory.  The 
rates  to  an  80  per  cent  point  on  ferro  manganese  would 
be  80  per  cent  of  the  Chicago  rate,  which  is  $4.25,  or 
$3.40 ;  to  an  84  per  cent  point,  $3.57 ;  and  to  an  87  per  cent 
point,  $3.70. 

TABLE  1 

Import  Commodity  Rates  in  Cents  Per  100  Pounds  (Except  as 

Noted)  via  Standard  All-Rail  Lines  prom 

New  York  to  Chicago  in  Carloads 

Bagging,  burlap 20 

Pyrites 20 

Beans,  castor 23 

Clay    16 

Fuller's  earth 14 

Cotton  seed  oil 25 

Cocoanut  oil 25 

Seeds,  except  cotton  seed,  flax  seed,  and  linseed..  26 

Seed,  flax  22 

Seed,   cotton,  and  linseed 25 

Hemp  22 

Magnesite   16 

Kainit    19 


EXPORT  AND  IMPORT  FREIGHT  RATES  13 

TABLE  1— Continued 

Import  Commodity  Rates  in  Cents  per  100  Pounds  (Except 

as  Noted)  via  Standard  All-Rail  Lines  from  New 

York  to  Chicago  in  Carloads 


Sal  ammoniac   22 

Wood  pulp   IS1,-. 

Tin,  pig 23 

Ferro  manganese   425  gross  ton 

Ferro  silicon    425  gross  ton 

Ore,  crude  iron 300  gross  ton 

Fluor    spar    400  gross  ton 


2.  Via  Atlantic  Ports  Other  Than  New  York 

(a)  Class  Rates 

As  stated  before,  the  rates  from  Atlantic  ports  other 
than  New  York  are  made,  as  a  general  rule,  in  relation  to 
the  rates  from  New  York,  although  there  are  a  number 
of  exceptions.  The  following  is  the  general  basis  for  the 
construction  of  rates  from  such  ports : 

From  Baltimore,  Md.,  usually  3  cents  per  100  pounds  under 
New  York  rates. 

From  Boston,  Mass.,  same  rates  as  those  from  New  York. 

From  Montreal,  Can.,  same  rates  as  those  from  Baltimore. 

From  Newport  News,  Va.,  same  rates  as  those  from  Baltimore. 

From  Philadelphia,  Pa.,  usually  2  cents  per  100  pounds  under 
New  York  rates. 

From  Quebec,  P.  Q.,  same  rates  as  those  from  Montreal  or  Balti- 
more. 

From  St.  Johns,  N.  B.,  same  rates  as  those  from  Baltimore. 

From  West  St.  Johns,  N.  B.,  same  rates  as  those  from  Baltimore. 

From  Portland,  Me.,  same  rates  as  those  from  Baltimore. 

From  Savannah,  Ga.,  same  rates  as  those  from  Newport  News  or 
Baltimore. 


14         FREIGHT  RATES— WESTERN  TERRITORY 

Particular  attention  is  directed  to  the  fact  that  Port- 
land, Me.,  St.  Johns,  N.  B.,  West  St.  Johns,  N.  B.,  Quebec, 
P.  Q.,  and  Montreal,  Can.,  are  conceded  differentials 
under  the  rates  currently  in  effect  from  New  York.  The 
Baltimore  basis  is  applied  from  these  cities.  This  is 
done,  in  a  great  measure,  to  offset  the  terminal  advan- 
tages possessed  by  the  cities  of  New  York  and  Boston 
and  to  enable  these  smaller  port  cities  to  obtain  a  share 
of  the  traffic,  which  they  probably  would  not  be  able  to 
do  were  the  normal  adjustment  to  be  employed. 


i 


(b )  Commodity  Rates 

In  Table  3  are  given  some  of  the  specific  commodity 
rates  applicable  from  Shipside,  Portland,  Me.,  and 
grouped  points  of  origin  to  specified  Western  destina- 
tions. These  rates  are  not  applied  to  all  points,  but  only 
to  those  indicated  in  the  heading  of  the  table. 

In  Table  4  are  given  the  import  commodity  rates  appli- 
cable from  Shipside,  Portland,  Me.,  to  Western  destina- 
tions, which  are  applied  generally  throughout  Central 
Freight  Association  Territory  and  are  not  restricted  in 
their  application,  as  are  the  rates  shown  in  Table  3. 

i  See  Table  2. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


15 


TABLE  2 

Import  Class  Rates  from  Shepside,  Portland,  Me.,  to 

Percentage  Groups  in  Central  Freight 

Association  Territory 


From   Shipside,  Port 

land,  Me.,  to 

Percentage  Gboups 


A... 

71... 

74... 

76..  . 

78... 

79... 

80... 

81.. 
'  82... 

83... 

84... 

85... 

86... 

87... 

88... 

89... 

90... 

92... 

93... 

94... 

95... 

96... 

97... 
100... 
100A. 
103... 
104... 
108... 
110... 
112. . . 
115... 
116..  . 
117... 
118... 
120... 
122... 
122A. 


Rates  in  Cents 

peb  100  Pounds 

Classes  i 

1 

2 

R25 

3 

R26 

4 

5 

6 

39 

33 

28 

28 

22 

19 

16 

13 

45 

38 

33 

33 

26 

22 

18 

15 

48 

40 

34 

34 

27 

23 

19 

16 

49 

41 

35 

35 

28 

24 

20 

16 

51 

43 

36% 

36 

29 

24 

20 

17 

51 

43 

37 

37 

30 

25 

21 

17 

52 

44 

37 

37 

30 

25 

21 

17 

53 

45 

38 

38 

30 

25 

21 

17 

54 

45 

38 

38 

30 

26 

22 

18 

54 

46 

39 

39 

31 

26 

22 

18 

55 

47 

40 

39 

31 

26 

22 

18 

50 

47 

40 

40 

32 

27 

23 

18 

57 

48 

41 

40 

32 

27 

23 

19 

57 

49 

42 

41 

33 

27 

23 

19 

58 

49 

42 

41 

33 

28 

23 

19 

59 

50 

42% 

42 

34 

28 

24 

19 

60 

51 

43 

42 

34 

29 

24 

20 

61 

52 

44 

43 

34 

29 

25 

20 

62 

52 

44 

44 

35 

30 

25 

20 

63 

53 

45 

44 

35 

30 

25 

21 

63 

54 

46 

45 

36 

30 

26 

21 

64 

54 

46 

45 

36 

31 

26 

21 

65 

55 

47 

46 

37 

31 

26 

21 

67 

57 

48 

47 

38 

32 

27 

73 

62 

52 

51 

41 

35 

29 

24 

69 

59 

50 

49 

39 

33 

28 

23 

70 

60 

51 

49 

39 

33 

28 

23 

73 

62 

53 

51 

41 

35 

29 

24 

75 

64 

54 

52 

42 

36 

30 

25 

76 

65 

55 

53 

42 

36 

31 

25 

78 

67 

57 

55 

44 

37 

32 

26 

79 

67 

57 

55 

44 

38 

32 

26 

80 

68 

58 

56 

45 

38 

32 

26 

81 

69 

59 

56 

45 

38 

32 

27 

82 

70 

59y2 

57 

46 

39 

33 

27 

84 

71 

60 

58 

46 

40 

34 

28 

89 

76 

65 

63 

51 

44 

S7 

30 

1  Governed  by  the  Official  Classification. 


16 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  3 

Import  Commodity  Rates  from  Shipside,  Portland,  Me.,  to 

Specified  Western  Destinations 


Commodities 


Ammonia,  sulphate  of,  car- 
loads     

Ammonia,  muriate  of,  and 
sal  ammoniac,  in  barrels 
or  casks,  carloads 

Burlaps  and  burlap  bag- 
ging,  carloads    

Chalk,  carloads,  minimum 
30,000  lbs 

Chrome  alum,  carloads, 
minimum    40,000    lbs.  .  . 

Cork  carpet,  floor  oil  cloth, 
and  linoleum,  carloads, 
minimum  30,000  lbs.  . .  . 

Hides,  beef,  horse  or  calf, 
green   salted,   carloads.  . 

Oil,  salad  and  olive,  in 
glass,  packed,  less  car- 
loads     

Ore,  copper,  carloads 
(when  destined  to 
Omaha,    Neb.) 

Paper,  wrapping,  carloads, 
minimum  24,000  lbs 

Rags,  waste  paper,  jute 
waste,  scrap  jute  bag- 
ging, old  rope  pressed  in 
bales,  in  straight  or 
mixed  carloads,  mini 
mum  30,000  lbs 

Salts,  epsom  and  glauber. 
carloads    

Soda,  ash,  bi-carbonnte  of, 
bi-sulphate  or  bi-sulphlte 
of,  caustic,  crystals, 
hypo-sulphate  of,  phos- 
phate of,  sal,  silicate  of. 
sulphate  of,  sulphide  of 
sodium,  sulphate  of  lime, 
sodium,  tri-phosphate  of, 
carloads,  minimum  36,- 
000  lbs 

Stones,  lithographic,  car- 
loads, fully  released .... 


23 


Rates*  in  cexts  per  100  Pounds 


From 

Shipside,  Portland, 

Me.,  to 

u 

> 

fl 

s 

s 

V 

— 

o 

•— 

5 

— 
O 

V 

§ 

a 

m 

to 

d 

M 

o 

« 

a 
a 

a 

0. 

IB 

BO 

£  & 

•»* 
3 

o 

d 

■M 

of 

6 
S 

/ 
"3 

o 

03 

a 

A 

«  £ 

4- 

CO 

£ 

u 

TS 

>> 

- 

a 

s 

03     Q 

03 

o 

a 

o 

o 

6 

H  0 

a 

s 

£ 

*i 

OS 

17 


18 


17 


10% 


12% 


23 


17 

18 
19 
17 

32 


23 


13 

19 


13 


13 
19 


13 


19 


19 


20 


1  Governed  by  the  Official  Classification. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


17 


TABLE  4 
Import  Commodity  Rates  from  Shipside,  Portland,  Me.,  to 

Western  Destinations 


From  Shipside,  Port- 
land, Me.,  to 
Percentage  Groups 


Rates  i  in  Cents  per  100  Pounds 


Commodities 


Bagging, 
Burlap 

Cement 

Potash, 
Muriate  o 

.Salt 

Sugar 

Sulphur. 
Crude 

Tin. 

PiK 

Castor 
Beans 

17 

12 

13 

10 

15 

10 

12 

16 

71 

17 

13 

15 

10 

15 

13 

13 

18 

74 

17 

13 

16 

10 

16 

13 

14 

19 

76 

7 

13 

16 

11 

17 

13 

14 

20 

78 

7 

13 

17 

11 

17 

13 

15 

20 

79 

7 

13 

17 

11 

18 

13 

15 

20 

80 

7 

13 

17 

11 

18 

13 

16 

20 

81 

17 

13 

17 

12 

18 

13 

16 

20 

82 

17 

13 

18 

12 

18 

13 

16 

20 

S3 

17 

14 

18 

12 

19 

13 

16 

20 

84 

17 

14 

18 

12 

19 

13 

16 

20 

85 

17 

14 

18 

12 

19 

13 

17 

20 

86 

17 

14 

IS 

12 

19 

13 

17 

20 

87 

17 

14 

18 

13 

20 

13 

17 

20 

88 

17 

15 

18 

13 

20 

13 

17 

20 

89 

17 

15 

18 

13 

20 

13 

17 

20 

90 

17 

15 

IS 

13 

20 

13 

18 

20 

92 

17 

15 

18 

14 

21 

13 

18 

20 

93 

17 
17 

16 

16 

18 
18 

14 
14 

21 
21 

13 
13 

18 
19 

20 

'M 

20 

95 

17 

16 

18 

14 

22 

13 

19 

20 

96 

17 

16 

IS 

14 

22 

13 

19 

20 

97 

17 

16 

IS 

14 

22 

13 

19 

20 

100 

17 

17 

IS 

15 

23 

13 

20 

20 

100A 

20 

19 

20 

18 

25 

15 

22 

22 

103 

18 

18 

19 

16 

24 

13 

21 

21 

104 

18 

18 

19 

16 

24 

14 

21 

21 

108 

19 

19 

20 

16 

25 

14 

22 

22 

110 

19 

19 

20 

17 

26 

15 

22 

22 

112 

19 

19 

21 

17 

26 

15 

23 

23 

115. 

20 

20 

21 

18 

27 

15 

23 

23 

116 

20 

20 

21 

18 

27 

16 

24 

24 

117 

20 

20 

22 

18 

27 

16 

24 

24 

118 

21 

21 

22 

18 

28 

16 

24 

24 

120 

21 

21 

22 

19 

28 

16 

25 

25 

122 

21 

21 

23 

19 

29 

17 

25 

25 

122A 

25 

23 

25 

21 

32 

19 

28 

28 

1  Governed  by  the  Official  Classification. 


18         FREIGHT  RATES— WESTERN  TERRITORY 

The  rates  shown  in  Tables  2,  3,  and  4,  as  may  be  seen, 
are  based  on  the  rates  on  the  same  commodity  established 
from  New  York,  the  deduction  of  the  Baltimore  differen- 
tials generally  producing  the  figures  given  in  these  tables. 

3.  Via  Gulf  Ports 

(a)  Class  Rates 

The  rates  via  Gulf  ports  which  are  authorized  to  apply 
on  traffic  originating  in  Europe,  Asia,  Africa,  Australia, 
New  Zealand,  and  the  Philippine  Islands  are  made  certain 
differentials  under  the  New  York  standard  all-rail  rates. 
The  differentials  at  this  time  are  as  follows,  in  cents  per 
100  pounds : 

Classes    1        2        3        4        5        6 

Differentials    18      18      12        8        6        6 

Points  in  Illinois  and  Wisconsin  and  points  on  the  Ohio 
and  Mississippi  rivers  are  grouped  in  somewhat  the  same 
fashion  as  for  southbound  local  rates  to  New  Orleans  and 
interior  Mississippi  Valley  points. 

The  through  rates  from  New  York  to  St.  Paul  Territory 
are  the  New  York-Chicago  rates  plus  the  differentials 
shown  below ; 

Classes    1  2  3  4  5  6 

Rates  from  New  York  to  Chicago     75  65  50  35  30  25 

St.  Paul  differentials 40  34  26  18  16  13 

Through  rates  from  New  York  to  —  —  —  — 

St.  Paul 115  99  76  53  46  38 

Observing  the  Mississippi  River  combination,  as  well 
as  the  domestic  rate,  as  the  maximum,  rates  from  other 
ports,  both  Atlantic  and  Gulf,  are  made  on  the  same  basis 
as  that  to  Chicago  explained  above. 

The  current  class  rates  to  some  of  the  more  important 
groups  are  set  forth  in  Table  5. 

These  rates  are  the  differentials  previously  stated 
under  the  current  all-rail  rates. 


« 


EXPORT  AND  IMPORT  FREIGHT  RATES 


18 


TABLE  5 

Class  Rates  from  Shipside  Gulf  Ports  to  Northern 

Destinations 


Group 
Numbers 

From  Shipside  Gulf  Ports 
to  Groups 

Rates  in  Cents  per  100  Pounds 

Classes » 
12         3         4         5        6 

1 

Cincinnati 

47       39       32       22       20       16 

2 
3 
4 

Indianapolis  

Louisville,  Chicago,  Milwaukee 

52       42       35       25       22       17 
57       47       38       27       24       19 
65       54       43       31        27       22 

5 

6 

7 

Freei>ort         ....           

65       54       43       31       27       22 
70       58       47       33       29       23 
74       61       49       35       31       25 

s 

79       66       54       39       34       27 

9 

St.    Paul 

97       SI        64       45       40       32 

1  Governed  by  the  Official  Classification. 

(b )  Commodity  Rates 
In  Table  6  is  given  a  representative  line  of  commodities 
imported  through  Gulf  ports  and  the  rates  applicable 
thereon  to  certain  denned  territories  or  groups. 

TABLE  6 

Commodity  Rates  in  Cents  per  100  Pounds  (Except  as  Noted) 

Applicable  from  Shipside  Gulf  Ports  to 

Northern  Destinations 


Commodities 


Potash,  muriate  and  sulphate  of 

Rice,  brewers' 

Wood   pulp 

Rags,  old  rope,  hemp  waste,  etc. 

Cement 

Ferro  manganese   

Ferro  phosphorous   

Fuller's  earth 

Cocoanut  oil 

Ore,  crude  iron 


Rates  i  in  Cents  per  100  Pounds 
Except  as  Noted 

From  Shipside  Gulf  Ports  to  North- 
ern Destinations  in  Groups  2 
1         2346789 


13 

16 

16 

18 

. . 

21 

23    29 

15 

15 

15 

17 

15 

20 

22    24i/2 

11 

13 

14 

16 

17 

18 

20     25 

13 

14 

16 

15 

17 

11 

IS 

16     .. 

280  s 

308 

340 

386 

418 

441 

481  660 

3153 

345 

380 

430 

465 

490 

530  700 

11 

13 

14 

16 

17 

18 

20     27 

16 

17 

19 

22 

23 

25 

27     35 

211 

233 

260 

298 

325 

343 

384  520 

1  Governed  by  the  Official  Classification. 

»  See  Table  5. 

s  Per  gross  ton,  2.240  pounds. 


20         FREIGHT  RATES— WESTERN  TERRITORY 

In  connection  with  the  application  of  differential  rates, 
the  following  rules  obtain  in  establishing  rates  on  com- 
modities via  Gulf  ports :  (1)  On  commodities  taking  less 
than  the  sixth-class  rate,  the  sixth-class  differentials  ap- 
ply; and  (2)  on  commodities  taking  the  sixth-class  rate 
or  a  higher  rate,  the  differential  applying  to  the  class 
nearest  said  commodity  rate  applies,  except  where  the 
commodity  rate  is  exactly  intermediate  between  two  class 
rates,  in  which  event  the  lower  differential  applies. 

Thus,  for  example,  should  a  commodity  rate  be  estab- 
lished on  a  basis  of  70  cents  from  New  York  to  Chicago, 
the  second-class  differential  would  be  applied,  as  the  com- 
modity rate  on  a  basis  of  70  cents  is  exactly  between  the 
first-class  and  the  second-class  rates.  If,  on  the  other 
hand,  a  commodity  rate  were  established  on  a  basis  of  71 
cents,  the  first-class  differential  would  be  deducted,  as 
that  is  the  class  which  the  commodity  rate  most  nearly 
approximates.  On  the  other  hand,  if  a  commodity  rate 
were  established  between  New  York  and  Chicago  which 
was  the  same  as  the  class  rate,  the  differential  for  that 
class  would  be  deducted  in  order  to  establish  the  corre- 
sponding rates  via  Gulf  ports. 


CHAPTER  III 

import  class  rates  to  points  west  of  the 
mississippi  river 

1.  Missouri  River  Territory 

This  territory  may  be  defined  as  the  territory  on  and 
adjacent  to  the  Missouri  River  from  Kansas  City,  Kan., 
to  Sioux  Falls,  S.  D.,  inclusive.  The  rate  structure  in 
general  adheres  closely  to  that  employed  in  establishing 
domestic  rates,  which  was  explained  in  the  treatise  de- 
voted to  the  construction  of  freight  rates  in  Western 
Territory. 

(a)  Class  Rates  from  New  York,  N.  Y. 

The  rates  from  New  York  are  arbitrarily  established, 
that  is,  the  general  basis,  which  would  be  a  combination 
on  Chicago  or  the  Mississippi  River,  is  disregarded  and 
rates  are  established  without  reference  thereto.  This  is 
necessary,  as  there  is  such  a  difference  between  the  rates 
from  New  York  and  from  the  Gulf  ports  that  unless  the 
Gulf  rates  were  equalized  in  a  measure  by  the  trunk  lines 
the  traffic  would  be  forced  via  these  ports. 

21 


22  FREIGHT  RATES— WESTERN  TERRITORY 

Employing  the  all-rail  combination  of  rates,  the 
through  rates  from  New  York  to  Missouri  Eiver  points 
are  as  follows : 

Classes   1  2  3  4 

Rates  from  New  York  to  St.  Louis. . .     88  76  59  41 

Rates  from  St.  Louis  to  Kansas  City     55  41  32  24 

Through  rates 143        117  91  65 

This  is  the  lowest  domestic  basis. 

On  the  other  hand,  the  through  rates  from  the  Gulf 
ports,  made  by  combining  the  import  rates  to  St.  Louis, 
Mo.,  with  the  domestic  proportional  rates  therefrom,  are 
as  follows : 

Classes   1  2  3  4 

Rates  from  Gulf  ports  to  St.  Louis.  .     70  58  47  33 

Rates  from  St.  Louis  to  Kansas  City     55  41  32  24 

Through  rates    , 125  99  79  57 

The  domestic  rates  from  New  Orleans,  La.,  to  Kansas 
City,  Mo.,  are  as  follows : 

Classes    1  2  3  4 

Rates    HO  85  65  53 

As  the  import  rates  are  in  no  case  to  exceed  the  domes- 
tic rates,  the  domestic  rates  from  New  Orleans,  La.,  are 
applied  on  import  traffic  through  the  Gulf  ports.  The 
rates  from  New  York  are  made  by  adding  the  following 
differentials  to  the  rates  so  established  from  the  Gulf 
ports : 

Classes    1        2        3        4        5       A       B       C       D       E 

Differentials   IS      18      12        8        6        6        6        6        6        6 

The  rates  currently  in  effect  from  New  York,  N.  Y.,  to 
the  various  Missouri  River  groups  are  shown  in  Table  7. 


EXPORT  AXD  IMPORT  FREIGHT  RATES 


23 


These  rates  are  the  differentials  stated  above  over  the 
rates  from  New  Orleans  shown  in  Table  9  to  the  same 
groups. 

TABLE  7 

Class  Rates  from  New  York,  N.  Y.,  to  Missouri  River  Groups 

via  All-Rail  Routes- 


Group        From  New  York. 
Numbers  N.  Y.,  to 


Rates   in  Cents   per   100  Pounds 


Atchison,    Kan 

Kansas  City,  Mo. . . 
Kansas  City,  Kan . . 
Leavenworth,  Kan. 
St.  Joseph,  Mo 


II 


Council  Bluffs,  Iowa. 
(Nebraska  City,  Neb. 

Omaha,   Neb 

I  South  Omaha,  Neb.. 


Classes i 
3      4        5    A     B     C     D     B 


12S    103    77    61      44    4^    43    33    30    29 


III 


IV 


Sioux  City,  Iowa. 


Sioux  Falls,  S.  D. 


Fremont.    Neb. 
Lincoln,   Neb. . 


1  oo 

loo 

10S 

81 

65  47  51 

46 

36 

33 

32 

13S 

113 

85 

68   49  53 

48 

38 

35 

34 

143 

US 

89 

69*4  51  55 

50 

40 

37 

36 

138    113    85    69      50    54    49    39    36    35 


1  Governed  by  the  Western  Classification. 


(b)  Commodity  Rates  from  New  York,  X.  Y. 

The  commodity  rates  applicable  from  New  York  to  the 
corresponding  groups  of  destination  shown  in  Table  7  are 
reproduced  in  Table  8. 

The  competition  for  import  traffic  is  exceedingly  ag- 
gressive, with  the  result  that  these  rates  frequently 
change.  The  rates  reproduced  in  this  treatise  are  for  the 
purpose  of  conveying  some  idea  as  to  the  general  adjust- 
ment and  are  not  intended  for  use  in  actual  business. 


24 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  8 

Commodity  Rates  from  New  York,  N.  Y.,  to  Missouri  River 
Groups  via  All-Rail  Routes 


Commodities 

in  Carloads  Except 

as  Noted 


Bagging,    burlap 

Bagging,  burlap,  L.  C.  L.. 

Beans,    castor 

Cement    

Clay    

Fuller's  earth    

Ferro  manganese   

Ferro   phosphorous 

Ferro  silicon   

Iron  and  steel,  pig  iron . . 

Cocoanut  oil 

Ore,  crude  iron,  in  bulk. 

Rags 

Seed,  flax 

Wood  pulp 

Zinc,  oxide,  dry,  in  bbls, . 


Rates  i  in  Cents  pee  100  Pounds  Except 
as  Noted 


From    New 
II 


York    to    Groups2 
III  IV  V 


34 

62 

41 

22i/2 

30 

26 
9453 
9703 
9453 
658 

36 
65S 

31 

40 

26 

43 


34 
66 

44y2 

251/L. 

30 

29 

945 

1038 

945 

725 

36 
690 

31 

40 

43 


34 
70 

511/2 

251/2 

30 

31 

945 

1078 

945 

770 

690 
31 

47  y2 

43 


74 

51  % 
271/2 
30% 
32 

967 
1100 

967 

814 

712 
31% 
47% 

44 


37 
71 

47 1/2 

28% 

33 

32 

1005 

1098 

1005 

785 

40 
750 

34 

43 

46 


1  Governed  by  the  Western  Classification. 

a  See  Table  7. 

3  Per  gross  ton  of  H.L'-IO  pounds. 


(c)  Class  Rates  from  Gulf  Ports 


The  class  rates  currently  in  effect  from  the  Gulf  ports 
to  Missouri  River  groups  are  as  shown  in  Table  9. 

These  rates  are,  as  has  been  previously  stated,  the  local 
rates  applying  from  New  Orleans,  La.,  to  Missouri  River 
Territory  and  are  extended  in  their  application  to  apply 
from  other  Gulf  ports. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


25 


TABLE  9 

Class  Rates  Applying  from  New  Orleans,  La.,  to  Missouri 

River  Groups 


Group 

From  New 

Orleans  to 

Groups 

Rates  in  Cents  per  100  Pounds 

Numbers 

Classes  i 
1        2      3       4        5  ■    ,  A      B    '  C     D      E 

I 
11 

Omaha 

110     So     65     53      38     42     37     27     24     23 
115     90     09     57      41     45     40     30     27     20 

III 

IV 

V 

VI 

Lincoln   

120     95     73     60      43     47     42     32     29     28 

125  100     77     61  y,  45     49     44     34    31     30 

2       2       2       2      4i     45     40     30    27     26 

120     95     73     61      44     4S     43     33     30     29 

1  Governed  by  the  Western  Classification. 

-  The  class  rates  applicable  to  East  St.  Louis,  111.,  are  :  First  class,  70  cents  ; 
second  class,  58  cents ;  third  class,  47  cents  ;  and  fourth  class,  33  cents.  These 
rates,  in  connection  with  the  proportional  rates  established  therefrom  (see  Part  1 
of  Freight  Rates — Western  Territory,  Chapter  II),  apply  as  proportional  rates  to 
the  Mississippi  River  Crossings  in  the  construction  of  through  rates. 


TABLE  10 

Commodity  Rates  from  New  Orleans,  La. 

River  Groups 


to  Missouri 


Commodities 

in  Carloads  Except 

as  Noted 


Cocoauut  oil 

Bagging,    burlap 

Bagging,  burlap,  L.  C.  L. . 

Cement   

Clay  

Fuller's    earth 

Ferro  manganese 

Ferro    phosphorous 

Ferro   silicon    

Ore,  crude  iron 

Rags    

Seed,  flax 

Zinc,  oxide 


Rates  i  in  Cents  per  100  Pounds  Except 
as  Noted 


1 


From  New  Orleans  to  Groups  2 
II  III  IV  V  VI 


33 

28 

50 

16  y2 

25 

20 
S2S3 
8503 
8843 
538  3 

27 

37 

37 


33 
28 

54 

i9y2 


828 
913 

S84 


30 
37 
37 


45 

28 

58 

19% 

25 

25 
828 
913 
884 
593 

31 

37 

37 


32 
62 

21  y2 

25% 

26 
850 
935 
906 
615 

31% 

42 

38 


20 


20% 


37 

31 

58 

22  J 

28 

26 

88S 

973 

944 

653 

33 

40 

40 


72 


1  Governed  by  the  Western  Classification. 

2  See  Table  9. 

*  Per  gross  ton,   2,240  pounds. 


26 


FREIGHT  RATES— WESTERN  TERRITORY 


(d)  Commodity  Rates  from  Gulf  Ports 

The  commodity  adjustment  follows  very  closely  the  one 
employed  in  connection  with  the  class  rates,  that  is,  the 
local  rates  from  New  Orleans  are  applied  from  other  Gulf 
ports.  There  are,  however,  many  commodity  rates  estab- 
lished which  are  less  than  the  local  rates  and  are  made  to 
equalize  the  competition  via  North  Atlantic  ports.  A  rep- 
resentative list  of  these  commodity  rates  is  shown  in 
Table  10. 

It  may  be  noted,  in  passing,  that  these  rates  are  almost 
uniformly  six  cents  per  100  pounds  less  than  the  rates 
shown  applying  from  New  York,  N.  Y.,  in  Table  8. 

TABLE  11 

Class  Rates  to  Oklahoma  Points  from  Shipside  Gulp  Ports 


From   Shipside 
Gulf  Ports  to 


Aril  in  ore    

Ada    

Chickasaw 

Elreno    

Aenead  

Guthrie   

King-Fisher    .... 

Lawsou    

McAllister  

Muskogee    

Oklahoma  City. . 

Perry  

Shawnee  


Rates  in  Cents  per  100  Pounds 


95 
121 
121 
133 
140 
133 
153 
121 
121 
124 
133 
140 
133 


Classes  * 
5    A 


P, 


C 


st; 

106 

106 
115 

122 
115 
115 
106 
106 
109 
115 
122 
115 


i_ 
90 
90 
9S 

105 
98 
9S 
90 
90 
94 
9S 

105 
its 


68 
S2 
82 
89 
96 
89 
89 
82 
82 
89 
S9 
90 
S9 


52 

64\ 

64 

TO 

75 

70 

70 

64 

64 

70 

70 

75 

70 


56 

69 
69 

7-~> 
80 
7~> 
~~> 
69 
69 

r-n 
lO 

75 
SO 
75 


49 

GO 
60 

65 
71 
65 
65 
60 
60 
65 
65 
71 
65 


38 
48 

4S 
53 
58 
53 
53 
48 
48 
53 
53 
58 
53 


I) 


42 

47 
42 
42 
37 
37 
42 
42 
47 
42 


i: 


20 
30 
30 
35 
31) 
35 
35 
30 
30 
35 
35 
39 
35 


1  I'.nverned  by  the  Western  Classification. 


EXPORT  AND  IMPORT  FREIGHT  RATES  27 

(e)  Class  Rates  to  Oklahoma  Stations  from  Gulf  Ports 

It  might  be  inferred  that  from  Galveston,  Tex.,  at  least, 
the  Missouri  Eiver  rate  structure  would  form  a  barrier 
which  would  have  some  effect  on  the  rates  from  that  point 
to  intermediate  points.  That  it  does  not,  is  evident  by  a 
line  of  class  rates  to  a  few  stations  in  Oklahoma  which 
are  intermediate  in  a  measure  to  the  Kansas  City  Group 
of  stations,  and  from  Table  11  it  may  be  observed  that  the 
rates  to  the  majority  of  these  points  are  greatly  in  excess 
of  the  rates  to  the  Missouri  River  points. 

(f)  Commodity  Rates  to  Oklahoma  Points  from  Ship- 

side  Gulf  Ports 

A  general  line  of  commodity  rates  is  not  established  to 
all  Oklahoma  stations,  rates  being  published  on  only  such 
commodities  as  actually  move  or  are  consumed  at  interior 
points  in  the  state  of  Oklahoma. 

(g)  Rates  to  Points  in  Arkansas  and  Louisiana 

A  few  import  rates  are  published  from  Shipside  Gulf 
ports  to  points  of  destination  in  the  states  of  Arkansas 
and  Louisiana.  No  general  basis,  however,  is  employed 
in  establishing  such  rates,  for  the  application  of  the  local 
rate  from  the  Gulf  port  of  entry  is  applied  as  the  import 
rate  and  is  usually  low  enough  to  secure  the  traffic  for  the 
Gulf  lines.  These  points,  by  virtue  of  their  location, 
obtain  reasonably  low  rates  from  Gulf  ports,  establishing 
a  competition  that  the  trunk  lines  cannot  meet.  ■ 


28  FREIGHT  RATES— WESTERN  TERRITORY 

(h)  Import  Rates  to  Southeastern  Territory 

Import  rates  are  published  to  what  is  generally  known 
as  Southeastern  Territory  from  Gulf  ports  on  the  one 
hand  and  from  South  Atlantic  Seaboard  ports  on  the 
other.  This  Southeastern  Territory  is  located  south  of 
the  Ohio  River  and  east  of  the  Mississippi  River.1 

Rates  from  South  Atlantic  Seaboard  ports  are  pub- 
lished from  such  ports  as  Savannah  and  Port  Royal,  but 
no  general  basis  is  employed  in  constructing  such  import 
rates.  In  fact,  there  are  only  a  few  scattering  import 
commodity  rates  published,  these  rates  being  on  such 
articles  as  fertilizer  material,  ferro  manganese,  man- 
ganese ore,  etc.,  and  these  import  rates  are  made  accord- 
ing to  the  rates  from  other  ports  to  other  points  of  con- 
sumption. Of  course,  the  fact  is  taken  into  consideration 
that  the  time  required  on  the  water  is  less  than  the  time 
required  to  the  Gulf  ports;  also  the  rate  of  insurance  is 
lower  than  to  the  Gulf  ports. 

Import  rates  to  Southeastern  Territory  are  published 
from  the  Gulf  on  the  basis  of  the  lowest  domestic  rate 
from  one  port  plus  the  handling  charge.  This  rate  is  ap- 
plied from  all  the  Gulf  ports,  New  Orleans,  La.,  and  east, 
there  being  no  import  rate's  published  from  Texas  ports 
of  entry  to  Southeastern  Territory.  A  few  import  com- 
modity rates  are  published,  however,  from  Shipside  New 
Orleans  and  Westwego,  La.,  and  Galveston  and  Texas 
City,  Tex.,  to  Memphis,  Tenn.  These  rates  are  made  in 
relation  to  the  commodity  in  question,  or  they  are  the 
domestic  rates  from  one  port  applied  as  import  rates 
from  all  ports  mentioned  above. 

i  This  territory  is?  shown  on  Map  5  of  the  Atlas  of  Traffic  Maps. 


EXPORT  AND  IMPORT  FREIGHT  RATES  29 

In  the  absence  of  import  rates  from  the  ports  of  entry, 
the  regular  domestic  rates  from  such  ports  are  applied 
as  the  import  rates  to  points  of  destination.  These  rates 
are  subject  to  the  rules  and  regulations  published  by  the 
individual  lines  in  the  Terminal  Circulars  governing  the 
importation  of  articles  from  the  port  in  question. 

(i)  Rates  to  Utah  and  Colorado  Common  Points 

The  grouping  of  the  territory  to  which  the  rates  to 
Colorado  Common  Points  and  Utah  Common  Points  are 
extended  is  practically  the  same  as  that  used  in  the  estab- 
lishment of  domestic  rates.  The  Colorado  Common 
Points  comprise  stations  north  and  south  of  Denver,  as 
far  north  as  Cheyenne,  Wyo.,  and  as  far  south  as  Royce, 
N.  M.,  embracing  stations  on  and  adjacent  to  this  line, 
while  the  Utah  Common  Points  take  in  stations  located 
near  Salt  Lake  City  and  Ogden,  Utah. 

Rates  From  Eastern  Seaboard  Cities. — The  rates  from 
New  York  and  other  North  Atlantic  ports  are  made  on 
the  Chicago,  the  Mississippi  River,  or  the  Missouri  River 
combination,  whichever  produces  the  lowest  rate,  using 
the  import  rate  from  New  York  to  Chicago,  to  the  Mis- 
sissippi River,  or  to  the  Missouri  River,  as  the  case  may 
be,  plus  the  local  or  proportional  rate  beyond.  As  there 
are  no  import  class  rates  established  that  are  less  than 
the  domestic  rates  to  either  Chicago  or  the  Mississippi 
River,  the  lowest  available  combination  would  be  that 
made  on  the  Missouri  River.  Taking  New  York,  N.  Y., 
as  a  point  of  origin  and  adding  to  the  import  rates  to 
Kansas  City,  which  rates  are  shown  in  Table  7,  the  rates 
from  the  Missouri  River  to  the  Colorado  Common  Points 
or  the  Utah  Common  Points,  a  scale  of  rates  somewhat 


30         FREIGHT  RATES— WESTERN  TERRITORY 

less  than  those  currently  in  effect  on  domestic  traffic  is 
obtained.  For  example,  the  through  rates  from  New 
York  to  the  Colorado  Common  Points  are  as  follows, 
using  the  Missouri  River  combination : 

Classes    1        2        3        4      5       A     B     C     D      E 

Rates  from  New- 
York  to  Mis- 
souri River...   128     103       77       til     44       4S    43     33     30     29 

Rates  from  Mis- 
souri River  to 
Colorado  Com- 
mon Points...    115       92       74       60     47       56     42     37     33     29 


Through    rates..   243     195     151     121     91     104     85     70     63     58 

This  basis  is  somewhat  less  than  the  basis  for  the  do- 
mestic rates,  for,  in  the  case  of  the  domestic  rates,  the 
lowest  available  combination  from  New  York  via  all-rail 
routes  is  made  on  the  Mississippi  River.  The  first-class 
rate  of  88  cents  from  New  York  to  the  Mississippi  River 
plus  the  first-class  rate  from  the  Mississippi  River  to  the 
Colorado  Common  Points  makes  a  through  rate  of  $2.60 
as  contrasted  with  $2.43  in  the  above  illustration. 

For  example,  the  through  rates  from  New  York  to 
Colorado  Common  Points  are  as  follows,  using  the  Mis- 
sissippi River  combination : 

Classes    1         2         3         4       5        A      B      C      D      E 

Rates  from  New 
York  to  Mis- 
sissippi River.     88       76       59       41       35     29     29     29     29     20 

Rates  from  Mis- 
sissippi River 
to  Colorado 
Common  Points  162     129     101       80V2  63     74     56     50     42     36 


Through    rates..   250     205     160     121  y2  98     92     85     79     71     65 


EXPORT  AND  IMPORT  FREIGHT  RATES  31 

It  may  be  observed  that  some  of  these  rates  are  the 
same  as  the  domestic  rates. 

The  rates  to  the  Utah  Common  Points  are  established 
by  using  the  import  class  rates  to  the  Missouri  River 
plus  the  local  rates  therefrom. 


Classes 1         2        3        4        5       A       B       C     D     E 

Rates    from 

New   York 

to  Missouri 

River 128     103       77       til       44       48      43       33     30     20 

Rates  from 
Missouri 
River  to 
Salt  Lake 
City   100     162     142     110      08       08       77       70    50     42 

Through  rates  318     265     210     180     142     146     120     103     80     71 


These  rates  are  somewhat  less  than  the  rates  that  ob- 
tain under  the  domestic-rate  adjustment. 

Rates  from  Gulf  Ports. — The  Gulf  ports  have  such^an 
advantage  over  the  North  Atlantic  ports,  by  virtue  of 
their  close  proximity  to  these  territories,  that  it  might 
be  inferred  that  the  import  rates  would  not  differ  ma- 
terially from  those  in  effect  on  domestic  traffic.  Such, 
however,  is  not  the  case.  In  Table  12  are  set  forth  the 
class  rates  applicable  from  Shipside  Gulf  ports  to  Den- 
ver, Colo.,  and  Salt  Lake  City,  Utah,  and  in  Table  13  is 
set  forth  a  representative  list  of  commodities. 


32 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  12 
Class  Rates  Applicable  from  Shipside  Gulf  Ports  to  Denver, 
Colo.,  and  Salt  Lake  City,  Utah 


Feom  Shipside 

Rates 

IN 

Cents  pee 

100  Pounds 

Gulf  Ports 
to 

1 

2        3 

4 

Classes  i 
5        A 

B 

C        D 

E 

Denver,  Colo.,  and 
Group 

180 

148     110 

84 

65       81 

62 

52     435 

36 

Salt     Lake     City, 
Utah,  and  Group 

2S8 

243    203 

166 

132     137 

no 

92     645 

55 

1  Governed  by  Western  Classification  No.  30  (F.  J.  Hoffman's  I.  C.  C.  No.  8), 
supplements  thereto  and  reissues  thereof. 

TABLE  13 

Commodity  Rates  Applicable  from  Shipside  Gulf  Ports  to 

Denver,  Colo.,  and  Salt  Lake  City,  Utah 


Rates  2  in  Cents  pee  100  Pounds 
Except  as  Noted 

Commodities  i 

Feom  Shipside  Gulf  Poets  to 

Denver,  Colo., 

and 

Group 

Salt  Lake  City. 

Utah,  and 

Group 

Bagging  and  bags,  burlap,  gunny, 
or  jute,  C.  L.  minimum  weight 
30,000   lbs 

55 

Bags,  burlap,  gunny,  or  jute,  also 
burlaps,  C.  L.  minimum  weight 
30,000  lbs 

115 

Cement,  common,  natural,  hydrau- 
lic, or  portland,  C.  L.  minimum 
weight  40,000  lbs 

30 

Clay,  C.  L.  minimum  weight  50,000 
lbs 

30 

Ore,  iron,  C.  L.  minimum  weight 
56,000   lbs 

S61  a 

Rice,    brewers',    C.    L.    minimum 
weight  30,000  lbs 

33 

68  4 

Tin  plate,  C.  L.  minimum  weight 
36,000   lbs 

565 

01 

1  Commodities  embraced  in  the  same  item  may  be  shipped  in  mixed  carloads, 
unless  otherwise  specified. 

2  Governed  by  Western  Classification  No.  :<0  (F.  .T.  Hoffman's  I.  C.  C.  No.  8), 
supplements  thereto  and  reissues  thereof. 

3  Per  gross  ton,  2.240  pounds. 

4  Minimum   weight   40.000   pounds. 


EXPORT  AND  IMPORT  FREIGHT  RATES  33 

(j)  Rates  to  Pacific  Coast  Terminals 

While  there  are  no  import  class  rates  applicable  on 
traffic  from  Eastern  ports  of  entry  to  Pacific  Coast 
Terminal  Points,  there  are  commodity  rates  applying 
from  New  Orleans,  La.,  Galveston,  Port  Voliver,  and 
Texas  City,  Tex.,  applicable  upon  all  traffic  originating 
in  foreign  countries.  These  rates  are  generally  con- 
structed on  a  basis  10  per  cent  under  the  rates  from  New 
York  in  order  to  influence  import  traffic  destined  to 
California  to  move  through  the  Gulf  ports,  as  it  is 
generally  conceded  that  superior  steamship  service  is  to 
be  had  to  the  North  Atlantic  ports  of  entry.  Further 
than  this,  there  is  quite  a  movement  of  traffic  from  Europe 
destined  to  California  Terminals  and  adjacent  territory 
which  moves  by  way  of  the  Suez  Canal.  This  latter 
route,  while  affording  a  much  slower  movement,  offers 
rates  which  are,  to  some  extent,  lower  than  those  that 
obtain  in  connection  with  the  Trans-Continental  railroads 
of  this  country. 

Table  14  illustrates  some  of  the  existing  rates  appli- 
cable upon  specified  commodities  from  Gulf  ports  to  Cali- 
fornia Terminals. 

These  rates  are  usually  confined  to  manufactures  or 
articles  of  food,  very  few  rates  being  named  throughout 
the  tariff  on  crude  materials  or  articles,  for  the  reason 
that  these  commodities  when  imported  to  Pacific  Coast 
destinations  usually  move  via  all-water  routes. 


34 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  14 

Proportional   Commodity   Rates  Applicable  from   Shipside, 

New  Orleans,  La.,  and  Galveston  and  Texas  City, 

Tex.,  to  California  Terminals 


Commodities 

Bagging,  burlap 

Canned  goods 

Earthenware,  stoneware,  and 

crockery  

Fuller's  earth 

Iron  and  steel  articles,  cast  iron 

Pipe 

Tea   

Varnish  in  barrels  or  in  cans 


Less  Than 
Carloads 

112 
135 

135 

135 


171 
117 


A  similar  line  of  rates  is  established  to  North  Pacific 
Coast  points,  but  to  intermediate  points  rates  are  con- 
structed in  much  the  same  manner  as  are  the  domestic 
rates.  The  method  that  has  been  employed  up  to  the 
time  the  Interstate  Commerce  Commission  announced 
its  decision  in  the  Intermountain  Rate  Cases  was  to  apply 
the  rate  to  the  Terminal  plus  the  local  domestic  rate  back 
to  destination.  However,  as  the  Commission  has  con- 
demned this  practice,  the  proportional  import  commodity 
rates  will  have  to  be  adjusted  in  conformity  with  their 
order  respecting  the  construction  of  rates  on  domestic 
traffic. 


CHAPTER  IV 

IMPORT  RATES  FROM  OTHER  THAN  EUROPEAN 

COUNTRIES 

The  foregoing  chapters  having  been  devoted  to  an 
exposition  of  the  general  basis  for  the  construction  of 
import  rates  from  European  countries,  the  basis  for  rates 
applicable  from  countries  other  than  these  will  now  be 
taken  up. 

1.  Via  Atlantic  Seaboard  Ports 

The  import  rates  from  the  Atlantic  Seaboard  on  busi- 
ness originating  in  South  and  Central  America,  the  West 
Indies  Islands,  and  the  Maritime  Provinces  of  the 
Dominion  of  Canada  are  the  same,  in  general,  as  on 
business  originating  in  Europe,  although  in  several  in- 
stances a  lower  basis  of  rates  sometimes  obtains.  The 
carriers'  practice  of  making  a  different  rate  for  export 
or  import  traffic,  depending  on  the  points  of  origin  or 
destination,  has  not  been  condemned  by  the  Interstate 
Commerce  Commission. 

Generally  speaking,  the  import  rates  from  the  Atlantic 
Seaboard  Ports  are  the  same,  regardless  of  the  country 
in  which  the  shipment  originates.  This,  however,  is  not 
true  in  so  far  as  the  Gulf  ports  are  concerned. 

2.  Via  Gulf  Ports 

Import  rates  are  published  to  cover  shipments  originat- 
ing in  other  countries  from  all  Gulf  ports.    These  rates 

35 


36         FREIGHT  RATES— WESTERN  TERRITORY 

are  the  lowest  available  domestic  or  local  rates  from  one 
Gulf  port  to  a  point  of  destination,  which  rates  are 
applied  from  all  other  Gulf  ports  as  an  import  rate. 
For  example,  if  the  rate  from  Galveston,  Tex.,  to  an 
interior  destination  on  a  given  commodity  is  35  cents  per 
hundredweight,  from  New  Orleans,  La.,  25  cents  per  hun- 
dredweight, and  from  Mobile,  Ala.,  47  cents  per  hundred- 
weight, the  New  Orleans  rate  is  applied  from  Galveston 
and  Mobile.  This  places  all  the  Gulf  ports  on  an  equal 
footing  in  so  far  as  the  traffic  is  concerned. 

The  same  basis  is  applied  to  the  Missouri  River  and 
to  Western  Territory  as  is  applied  to  the  Mississippi 
River,  Chicago,  and  points  in  Central  Freight  Association 
Territory,  except  that  interested  carriers  have,  in  some 
instances,  used  the  New  York  or  Baltimore  rates  as  a 
maximum  to  Central  Freight  Association  Territory. 
This  basis  does  not  extend  to  the  Missouri  River  because 
the  rates  from  the  Atlantic  Seaboard  to  the  Missouri 
River  are  based  upon  the  Mississippi  River  combination. 
The  same  basis  is  employed  in  constructing  the  rates  from 
the  Gulf  to  the  Missouri  River,  that  is,  the  rate  from  the 
Gulf  to  the  Mississippi  River  plus  the  local  or  the  propor- 
tional rate,  whichever  is  lower,  from  the  Mississippi  River 
to  the  Missouri  River,  would  be  the  through  import  rate 
from  the  Gulf.  This  feature,  however,  was  explained  in 
the  Missouri  River  rate  adjustment. 

3.  Mexican  Import  Traffic 

There  are  through  all-rail  import  rates  published  from 
points  in  Mexico  to  points  in  the  United  States,  on  the 
principal  commodities  that  are  exported  by  Mexico. 
These  through  rates  are  constructed  on  combinations  of 
the  rates  to  and  from  Rio  Grande  Crossings  or  Interna- 
tional Border  Points  plus  the  local  rates  therefrom. 


EXPORT  AND  IMPORT  FREIGHT  RATES  37 

The  Rio  Grande  Crossings  are  Brownsville,  Laredo, 
Eagle  Pass,  and  El  Paso,  Tex.,  while  the  International 
Border  Points  are  Douglas,  Naco,  and  Nogales,  Ariz. 

(a)  Local  Rates 

The  local  rates  of  the  Mexican  lines  are  established  in 
Mexican  currency  per  1,000  kilos  and  apply  only  to  the 
Rio  Grande  Crossings  or  International  Border  Points. 

In  constructing  combination  rates,  it  is  necessary  to 
convert  the  Mexican  rate  per  1,000  kilos  into  United 
States  currency  per  100  pounds,  and  this  requires  that 
the  rate  of  exchange  be  ascertained  from  some  banking 
or  financial  organization.  The  term  "rate  of  exchange" 
is  employed  to  indicate  rates  employed  in  converting  the 
money  of  one  country  into  its  equivalent  in  the  money 
of  another. 

In  so  far  as  Mexico  is  concerned,  the  rate  of  exchange 
is  in  favor  of  the  United  States,  because  a  debt  of  $500 
in  Mexican  currency  can  be  liquidated  with  less  than  half 
of  that  amount  in  United  States  bullion;  or,  in  other 
words,  a  Mexican  dollar  is  worth  less  than  fifty  cents 
when  taken  in  exchange  for  United  States  currency. 

The  current  rate  of  exchange  from  Mexican  currency 
into  United  States  currency  is  in  the  neighborhood  of 
400,  this  figure  fluctuating  to  some  extent. 

In  Table  15  is  given  a  range  in  the  rate  of  exchange 
from  190  to  225,  inclusive,  this  table  indicating  the 
decimals  to  be  used  in  converting  Mexican  rates  in  dollars 
and  cents  per  100  kilos  into  dollars  and  cents  per  100 
pounds  United  States  currency.  The  figures  shown  in 
this  table  may  be  used  to  convert  Mexican  money  per 
1,000  kilos  into  United  States  money  per  100  pounds, 
and  vice  versa. 


38 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  15 
Equivalents  of  American  and  Mexican  Money 


To  Reduce  United 

When  Rate 

To   Reduce   Mexican 

States  Money  pee  100 

Money  per  1,000  Ki- 

Lbs., Multiply 

of 

los,  Multiply 

Rate  by 

Exchange  is 

Rate  by 

41.89 

190 

.02387 

42.11 

191 

.02375 

42.33 

192 

.02363 

42.55 

193 

.02350 

42.77 

194 

.02338 

42.99 

195 

.02326 

43.21 

196 

.02314 

43.43 

197 

.02303 

43.65 

198 

.02291 

43.87 

199 

.02279 

44.09 

200 

.02268 

44.31 

201 

.02257 

44.53 

202 

.02246 

44.75 

203 

.02234 

44.97 

204 

.02224 

45.19 

205 

.02213 

45.41 

206 

.02202 

45.64 

207 

.02191 

45.86 

208 

.02181 

46.0S 

209 

.02170 

46.30 

210 

.02160 

46.52 

211 

.02150 

46.74 

212 

.02140 

46.96 

213 

.02130 

47.18 

214 

.02120 

47.40 

215 

.02110 

47.62 

216 

.02100 

47.84 

217 

.02091 

48.06 

218 

.02081 

48.28 

219 

.02071 

48.50 

220 

.02062 

48.72 

221 

.02052 

48.94 

222 

.02043 

49.16 

223 

.02034 

49.38 

224 

.02025 

49.60 

225 

.02016 

To  convert  kilos  to  pounds  multiply  kilos  by  2.2046. 
To  convert  pounds  to  kilos  multiply  pounds  by  .4586. 
Fractions    of    A    and    over    are    considered    as    a    whole 
are  dropped. 


fractions    under    A 


EXPORT  AND  IMPORT  FREIGHT  RATES  39 

To  illustrate  the  application  of  Table  15,  the  current 
class  rates  on  the  Sonora  Railroad  from  Nogales,  Ariz., 
to  Hennosillo,  in  the  state  of  Sonora,  Mex.,  in  Mexican 
dollars  and  cents  per  1,000  kilos,  are : 

Classes    1  2  3  4         5         6  7         8  9         10         11        12 

Rates. 20.08  18.17   17.41    16.40   15.5   14.5G  13.SO  13.21   12.45   11.69   11.12   10.03 

These  rates  are  governed  by  the  Mexican  Classifica- 
tion. The  rate  of  exchange  between  these  points  in  July, 
1914,  was  400  and  the  multiplicand  was  half  of  that 
applicable  when  the  rate  of  exchange  was  200,  or  .01134. 
To  reduce  the  above  scale,  which  is  in  Mexican  dollars  and 
cents  per  1,000  kilos,  to  United  States  money  in  cents 
per  100  pounds,  multiply  each  of  the  above  rates  by  this 
figure.    The  following  scale  is  obtained : 

Classes    1       -'      3       4       5       6       7       8       9     10     11     12 

Rates    23     21     20     19     18     17     It!     15     14     13     13     12 

These  rates  plus  the  rates  to  Nogales,  Ariz.,  form  the 
through  rates  from  any  point  in  the  United  States  to 
Hermosillo,  Mex. 

As  2,204.6  pounds  is  the  equivalent  of  1,000  kilos,  mul- 
tiplying this  figure  by  23  cents  shows  that  the  charge 
would  be  $5.07  in  United  States  currency  for  this  weight 
as  contrasted  with  $20.08  in  Mexican  currency  for  the 
same  weight. 

(b)  Bail-and-W ater  Rates 
For  a  number  of  years  several  established   lines  of 


40  FREIGHT  RATES— WESTERN  TERRITORY 

steamers  have  served  the  North  Atlantic  and  Gulf  ports 
on  traffic  originating  at  or  destined  to  Mexico.  The 
business  was  handled  through  the  ports  of  Vera  Cruz 
and  Tampico.  The  rates  between  the  ports,  for  example, 
between  Galveston  and  Tampico  or  between  New  York 
and  Vera  Cruz,  being  all-water  rates,  they  are  not  filed 
with  the  Interstate  Commerce  Commission  and  fluctuate 
to  some  extent.  No  joint  through  rates  are  established 
from  Atlantic  Seaboard  Territory,  the  rates  being  made 
on  a  combination  of  the  rates  to  and  from  the  port. 
The  rate  so  produced  is  sufficiently  lower  than  the  all-rail 
rates  to  influence  the  traffic  via  this  route. 

Interior  points  in  Mexico  are  reached  in  the  same  man- 
ner, that  is,  by  using  the  local  rates  from  the  port  of 
entry  or  transshipment  to  or  from  the  interior  points. 

The  same  procedure  is  followed  with  regard  to  traffic 
imported  through  the  Gulf  ports,  a  combination  of  the 
local  rates  to  and  from  the  ports  with  the  rates  of  the 
water  lines  being  employed  in  establishing  through  rates. 

4.  Impokt  Rates  via  Pacific  Coast  Ports  of  Entry 

The  bulk  of  the  imports  through  Pacific  Coast  ports 
of  entry  are  confined  to  traffic  originating  in  the  Orient, 
Australia,  and  the  Hawaiian  Islands,  although  fre- 
quently shipments  are  received  from  Europe,  particularly 
from  the  Mediterranean  countries,  these  shipments  being 
forwarded  bv  way  of  the  Suez  Canal. 


EXPORT  AND  IMPORT  FREIGHT  RATES  41 

(a)  Grouping  of  Interior  Destinations 

The  eastern  part  of  the  United  States  is  grouped  in 
identically  the  same  manner  as  for  the  construction  of 
domestic  rates,  the  various  groups  being  outlined,  in 
general,  on  Map  7  of  the  Atlas  of  Traffic  Maps.  When 
an  import  commodity  rate  is  established  it  is  usually 
blanketed  or  applied  to  all  these  groups. 

(b)  Class  Rates 

The  class  rates  currently  in  effect  from  North  Pacific 
and  California  terminals  to  Eastern  groups  of  destina- 
tion are  shown  in  Table  16.  These  rates  apply  also  on 
shipments  for  which  no  commodity  rate  is  provided. 

These  rates,  as  may  be  observed,  are  the  same  as  the 
domestic  rates,  with  the  exception  that  from  some  points 
in  British  Columbia  they  afford  a  slightly  lower  basis. 
This  is  also  true  in  so  far  as  some  of  the  coast  cities  in 
California  are  concerned.  When  import  rates  are  estab- 
lished on  import  traffic  they  are  usually  applied  from  all 
ports  of  entry. 

(c)  Application  of  Rates 

The  extent  of  the  application  of  Trans-Continental 
rates  on  traffic  imported  to  Pacific  coast  ports  is  defined 
below,  the  current  rules  in  the  Trans-Continental  Freight 
Association's  Tariff  with  respect  to  this  traffic  being  set 
forth. 


42         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  16 

Class  Rates  Currently  in  Effect  from  North  Pacific  and 
California  Terminals  to  Eastern  Groups  of  Destination 


From 

Vancouver,  Victo- 

ria, B.  C,  Seat- 

Rates 

in  Cents 

PER 

100  Pounds 

tle,   T  A  C  O  M  A, 
Wash.,   Albina, 
East  Portland, 

1 

•> 

o 

4 

Clas 
5 

sess 
A 

B 

C 

I) 

K 

Portland,  Ore., 

to  Groups  i  .... 

A 

370 
360 
350 

320 
310 
303 

265 
260 
252 

225 
220 
215 

190 
185 
ISO 

192 
187 
182 

152 

148 
145 

120 
117 
115 

115 

112 
110 

105 

B 

100 

C 

98 

D 

340 

295 

245 

207 

175 

177 

140 

110 

105 

95 

E 

330 
300 
300 
300 
2G0 

.285 
260 
260 
260 
225 

238 
220 
220 

220 
100 

200 
183 
183 
183 
160 

168 
160 
160 
160 
140 

172 
160 
160 
160 
140 

135 
123 
123 
123 
107 

105 
95 
95 
95 
83 

102 
93 
93 
93 

80 

92 

F 

85 

G 

85 

H 

85 

j 

73 

From 

East  San  Pedro, 
Oakland,  Redon- 
do  Beach,  San 

Rates 

in  Cents 

per 

100  Pounds 

Classes  2 

Diego,  San  Fran- 
cisco, San  Pedro, 

1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Cal.,  to  Groups  i 

A 

370 
360 

320 
310 

265 
260 

225 

220 

190 
185 

192 
187 

152 
148 

120 
117 

115 
112 

105 

B 

100 

C 

350 

303 

252 

215 

ISO 

182 

145 

115 

110 

98 

D 

340 

295 

245 

207 

175 

177 

140 

110 

105 

95 

E 

330 

285 

238 

200 

16S 

172 

135 

105 

102 

92 

F 

300 

260 

220 

183 

160 

160 

123 

95 

93 

85 

G . 

280 

242 

205 

170 

150 

150 

115 

90 

87 

78 

H . . .   ... 

2S0 

242 

205 

170 

150 

150 

115 

90 

87 

78 

J 

260 

225 

190 

160 

140 

140 

107 

83 

80 

73 

1  See  Map  7,  Atlas  of  Traffic  Maps. 

-  Governed  by  the  Western  Classification. 


EXPORT  AND  IMPORT  FREIGHT  RATES  43 

APPLICATION  OP  RATES 

VIA   CALIFORNIA   TERMINALS 
RATES   ON   IMPORT  TRAFFIC   VIA   PACIFIC   COAST   PORTS 

(A)  In  the  absence  of  import  rates  from  San  Francisco,  San  Pedro, 
San  Diego,  Redondo  Beach,  and  East  San  Pedro,  Cal.,  shipments  originat- 
ing at  points  in  Asia,  Philippine  Islands,  Australia,  New  Zealand,  Fiji 
Islands,  or  beyond,  are  subject  to  rates  from  San  Francisco,  Cal. 

(B)  Rates  as  authorized  in  paragraph  (A)  apply  from  shipside  at 
wharves  at  San  Francisco,  San  Pedro,  San  Diego,  Redondo  Beach,  and 
East  San  Pedro,  Cal.,  served  by  the  tracks  of  the  initial  rail  carriers, 
parties  hereto,  as  well  as  from  the  stations  of  said  initial  rail  carriers  at. 
San  Francisco,  San  Pedro,  San  Diego,  Redondo  Beach,  and  East  San 
Pedro,  Cal. 

(C)  The  rates  authorized  in  paragraphs  (A)  and  (B)  are  applied 
only  when  satisfactory  proof  is  furnished  initial  rail  carrier,  party  hereto, 
that  shipments  originated  at  points  in  Asia,  Philippine  Islands,  Aus- 
tralia, New  Zealand,  Fiji  Islands,  or  beyond. 

RATES  APPLYING  ON  TRAFFIC  ORIGINATING  AT  POINTS  IN   HAWAIIAN  ISLANDS 

(A)  On  traffic  originating  at  points  in  the  Hawaiian  Islands  and 
destined  to  points  in  the  United  States  and  Canada,  when  consigned 
through  the  port  of  San  Pedro,  San  Diego,  Redondo  Beach,  or  East  San 
Pedro,  Cal.,  the  rates  authorized  to  apply  from  San  Francisco,  Cal.,  also 
apply  from  shipside  at  the  wharves  at  San  Pedro,  San  Diego,  Redondo 
Beach,  or  East  San  Pedro,  Cal.,  served  by  the  tracks  of  the  Atchison, 
Topeka  &  Santa  Fe  Railway  (Coast  Lines),  San  Pedro,  Los  Angeles  & 
Salt  Lake  Railroad  and  Southern  Pacific  Company,  respectively. 

(B)  The  rates  authorized  in  paragraph  (A)  are  applied  only  when 
satisfactory  proof  is  furnished  initial  rail  carrier,  party  hereto,  that 
shipments  originated  at  Hawaiian  Islands. 

RATES    APPLYING    ON    TRAFFIC    ORIGINATING    AT    POINTS    IN    MEXICO,    CENTRAL 

AMERICA,    OR    SOUTH    AMERICA 

(A)  On  traffic  originating  at  points  in  Mexico,  Central  America,  or 
South  America,  and  destined  to  points  in  the  United  States  or  Canada, 
when  consigned  through  the  port  of  East  San  Pedro,  San  Pedro,  San 
Diego,  or  Redondo  Beach,  Cal.,  the  rates  authorized  from  San  Francisco, 
Cal.,  also  apply  from  shipside  at  the  wharves  at  East  San  Pedro,  San 
Pedro,  San  Diego,  or  Redondo  Beach,  Cal.,  served  by  the  tracks  of  the 
Atchison,  Topeka  &  Santa  Fe  Railway  (Coast  Lines),  San  Pedro,  Los 
Angeles  &  Salt  Lake  Railroad  and  Southern  Pacific  Company,  respe* 
tively. 


44  FREIGHT  RATES— WESTERN  TERRITORY 

(B)  The  rates  authorized  in  paragraph  (A)  are  applied  only  when 
satisfactory  proof  is  furnished  initial  carrier,  party  hereto,  that  ship- 
ments originated  in  Mexico,  Central  America,  or  South  America. 

VIA    NORTH    PACIFIC    COAST    TERMINALS 

RATES    ON    TRAFFIC    ORIGINATING    IN     HAWAIIAN     ISLANDS    AND    ON    IMPORT 
TRAFFIC  VIA  PACIFIC  COAST  PORTS 

(A)  In  the  absence  of  import  rates  from  Vancouver,  Victoria,  B.  C., 
Seattle,  Tacoma,  Wash.,  Albina,  East  Portland,  and  Portland,  Ore.,  ship- 
ments originating  at  points  in  Asia,  Philippine  Islands,  Australia,  New- 
Zealand,  Fiji  Islands,  or  beyond,  are  subject  to  rates  named  herein  from 
Vancouver,  Victoria,  B.  C,  Seattle,  Tacoma,  Wash.,  Albina,  East  Port- 
land, and  Portland,  Ore. 

(B)  Rates  as  authorized  in  paragraph  (A)  apply  from  shipside  at 
wharves  at  Vancouver,  Victoria,  B.  O,  Seattle,  Tacoma,  Wash.,  Albina. 
East  Portland,  and  Portland,  Ore.,  served  by  the  tracks  of  the  rail  car- 
riers, parties  hereto,  as  well  as  from  the  stations  of  said  rail  carriers  at 
Vancouver,  Victoria,  B.  C,  Seattle,  Tacoma,  Wash..  Albina,  East  Port- 
land, and  Portland,  Ore. 

(C)  The  rates  authorized  in  paragraphs  (A)  and  (B)  are  applied 
only  when  satisfactory  proof  is  furnished  initial  rail  carriers,  parties 
hereto,  tbat  shipments  originated  at  Hawaiian  Islands,  Asiatic  points, 
Philippine  Islands,  Australia.  New  Zealand,  Fiji  Islands,  or  beyond. 

From  this  it  is  seen  that  through  California  Terminals 
a  distinction  is  made  as  to  whether  the  traffic  originates 
in  the  Far  East,  in  the  Hawaiian  Islands,  in  Mexico,  in 
Central  America,  or  in  South  America.  While  there  are 
North  Pacific  Coast  Terminals,  no  cognizance  is  taken 
of  traffic  originating  in  the  latter  countries.  However, 
via  North  Pacific  Coast  Terminals,  on  several  commodi- 
ties peculiar  to  Central  America,  rates  are  published  to 
apply  from  North  Pacific  ports  of  entry.  With  these 
exceptions,  however,  the  rate  applicable  upon  domestic 
traffic  would  be  applied  via  North  Pacific  Coast  ports  of 
entry. 

Traffic,  in  general,  originating  in  South  America,  Cen- 
tral America,  or  the  Republic  of  Mexico  is  discharged 


EXPORT  AND  IMPORT  FREIGHT  RATES  45 

by  the  boat  lines  through  the  southern  California  Ter- 
minals, very  little  of  the  traffic  being  transported  north 
of  San  Francisco. 

The  intent  of  this  application  of  rate  basis  is  to  confine 
the  application  of  these  import  rates  to  bona  fide  import 
shipments  and  to  remove  the  possibility  of  their  being 
applied  on  traffic  originating  at  points  on  the  Pacific 
seacoast  and  transported  by  vessel  to  the  various  terminal 
points. 

(d)  Commodity  Rates 

In  Table  17  are  shown  some  of  the  rates  applicable 
upon  commodities  imported  through  the  Pacific  Coast 
ports  to  points  in  the  United  States  and  Canada.  These 
commodities  are,  in  a  great  measure,  as  may  be  noted, 
peculiar  to  the  Orient,  although  such  familiar  items  as 
cigars,  peanuts,  and  rice  are  encountered. 

5.  Cuban  Traffic 

As  is  the  case  in  regard  to  the  Republic  of  Mexico,  the 
Island  of  Cuba,  especially  the  port  of  Havana,  enjoys  a 
very  efficient  steamship  service.  A  number  of  established 
lines  have  for  years  maintained  sailings  between  that 
port  and  the  more  important  ports  on  the  seaboard  of 
the  United  States. 

No  through  rates,  however,  are  published  to  interior 
destinations  on  traffic  exported  from  that  island,  through 
rates  being  made  by  a  combination  of  the  local  rates  to 
and  from  the  ports  of  entry  or  by  the  establishment  of 
proportional  rates  applicable  therefrom.    These  propor- 


46 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  17 

Import  Commodity  Rates  from  Pacific  Coast  Ports  to  Points 
in  United  States  and  Canada 


Commodities  i 


Bamboo,  split,  in  packages 

Camphor,  crude,  in  packages 

Cigars    

Cocoa  beans,  in  packages 

Curios,  toys,  metal  ornaments,  soapstone 
ornaments,  Nipponoid  ornaments,  not 
otherwise  indexed  by  name  herein,  in  pack- 
ages, valuation  not  exceeding  $10.00  per 
100  pounds  

Curios,  toys,  metal  ornaments,  soapstone 
ornaments,  Nipponoid  ornaments,  not 
otherwise  indexed  by  name  herein,  in 
packages   

Fire  crackers,  straight  carloads,  or  in  mixed 
carloads,  with  joss  sticks,  in  packages 

Gum  kowrie,  minimum  carload  weight  40,000 
pounds  

Gums,  including  gum  copal,  gum  da  mar,  gum 
kowrie,  East  India  gum,  Manila  gum,  gam- 
bier  and  bird  lime,  in  packages 

Lacquered  ware,  in  boxes 

Liquors,  Japanese  and  Chinese  alcoholic  or 
spirituous  wines  and  liquors  (not  including 

champagne)  :  In  barrels  or  iron  drums 

In  glass 

Loofahs,  compressed  in  bales 

Matting,  matting  rugs,  matting  grass,  straw 
fibre  and  straw  fibre  table  mats,  in  pack- 
ages, minimum  carload  weight  20,000 
pounds  

Silk,  raw,  spun  and  silk  goods,  in  packages. . 

Skins,    kangaroo,    opossum,    rabbit,    wallaby, 
and  wombat,  minimum  carload  weight  20, 
000  pounds  

Wool,  in  grease,  in  bales,  compressed,  mini 
mum  carload  weight  24,000  pounds 


Kates  2  in  Cents  per 
100  Pounds 


Less    Than 
Carloads 


150 
100 
225 
135 


150 

200 
12.", 


125 
125 


250 
275 
300 


125 
400 


155 


Carloads 


80 
200 

85 


100 
00 


80 
1<!0 


100 

100 
80 


1  Minimum  carload  weight  30,000  pounds,  except  as  otherwise  provide*' 
8  Governed  by  the  Western  Classification. 


EXPORT  AND  IMPORT  FREIGHT  RATE8  47 

tional  rates  are  to  be  used  in  connection  with  the  rates 
announced  from  time  to  time  by  the  ocean  carriers. 

The  competition  of  the  various  routes,  the  services 
afforded  by  each,  and  the  ports  they  serve,  are  worthy 
of  some  consideration.  Key  West,  Fla.,  has  the  advantage 
of  location,  as  the  passage  between  the  ports  can  be 
effected  within  eight  hours.  New  Orleans  and  Mobile 
are  about  equally  distant  from  Havana  via  the  respective 
lines  serving  the  ports,  viz.,  the  Munson  Line,  serving 
the  port  of  Mobile,  and  the  Morgan  Line,  serving  the  port 
of  New  Orleans.  The  schedule  of  the  Ward  Lines,  serv- 
ing the  ports  of  New  York  and  Havana,  indicates  a 
passage  of  about  four  days  between  the  ports. 

With  these  facts  established  it  becomes  apparent  that 
Key  West  enjoys  the  lowest  proportional  rate  from 
Havana  to  this  country,  and  that  Mobile  and  New  Orleans 
enjoy  rates  that  are  lower  than  the  rates  via  New  York. 
However,  as  has  been  intimated  before  in  this  treatise, 
it  is  the  through  rate  from  the  point  of  origin  to  the  point 
of  destination  that  should  be  considered  rather  than 
either  of  the  factors  to  or  from  the  ports.  Thus,  for 
example,  on  a  movement  of  traffic  from  Havana  to  Chi- 
cago, considering  the  length  of  the  rail  haul  to  Key  West 
as  against  that  to  New  Orleans,  the  advantage  of  Key 
West's  location  in  this  respect  might  be  overcome  and  a 
cheaper  combination  afforded  through  Mobile,  New  Or- 
leans, or  New  York. 

Taking  Mobile,  New  Orleans,  and  Galveston  as  ports 
of  entry,  the  class  and  commodity  rates  applying  from 
Havana,  Cuba,  to  the  ports  of  entry  are  reproduced  as 
follows : 


48 


FREIGHT  RATES— WESTERN  TERRITORY 


MINIMUM   CHARGE 

The  minimum  charge  for  any  single  shipment  is  $3.25. 


CLASS    RATES 


To 

Mobile,  New  Orleans,  and 

Galveston  (Shipside) 

From 


Havana,  Cuba  (Sbipside) . . . 


Rates  in  Cents  per  100  Pounds  Governed 
by  the  Official  Classification 

1  2~~         3  4  5         ~~G 


70 


G5 


55 


45 


35 


LIGHTERAGE    CHARGES    AT    HAVANA,    CUBA    (SEE    NOTE) 

(United  States  Currency) 
Note. — The  lighterage  charges  as  shown  in  this  item  on  Classes  and 
Commodities  are  to  be  added  to  the  rates  named  in  tariff. 

CLASSES 


In 

Cents  per  100  Pounds 

1 

2 

3 

4 

5 

G 

30 

10 

10 

5 

5 

5 

COMMODITIES 


Commodities 


Ammonia  cylinders  or  drums 

Barrels  (empty) ,  grease 

Cigars  (any  class  package),  per  3,000  cigars. . . . 
Glycerine,    in    drums    of   1,300    lbs.,    estimated 

weight  

Hardwood  lumber,  in  lots  of  100,000  lbs.  or  more. 

Honey  (in  any  class  package) 

Molasses,  in  barrels 

Paper  stock,  in  bales 

Scrap  iron,  in  quantities  of  not  less  than  50  tons, 

per  ton  of  2,240  lbs 

Sponges,  in  bales  of  150  lbs.,  per  bale 

Sponges    

Tobacco,  in  bales,  per  bale 

Tobacco,  in  barrels,  per  barrel 

Vegetables,  per  crate 


Lighterage   Rates   in 
Cents  per  100 
Pounds  Unless 

Otherwise     Specified 


4 

5 

20 

3 
3 

2% 
3 

4 

100 
20 
13% 

7 

10 

3 


EXPORT  AND  IMPORT  FREIGHT  RATES 


49 


ESTIMATED    WEIGHTS    ON   FRUITS    AND    VEGETABLES 

The  following  estimated  weights  govern  on  shipments  of  fruits  and 
vegetables,  and  shipments  are  waybilled  accordingly : 


Commodity 

Weights  are  Shown  in  Pounds 

Peb  Cbate 

Small   Barbel 

Large    Barrel 

Cucumbers 

40 
50 
80 

80 
30 
50 
80 
35 
25 
60 
70 
45 

Egg  plant    

Grape  fruit 

Lemons    and    tange- 
rines    

160 
160 

200 
200 

Okra 

Onions    

120 
1 60 

150 

Oranges  and  limes.  . 
Peas  aiifl  beans 

200 

Peppers   ( sweet ) . . . . 

Potatoes  

Squash    

120 

150 

Note  in  connection  with  the  commodity  rates  that  they 
are,  for  the  most  part,  confined  to  natural  products  of 
the  island  and  that  they  apply  on  any  quantity  of  freight. 

In  connection  with  these  rates,  the  inland  carriers  pub- 
lish proportional  rates  applicable  to  various  Gulf  ports. 
In  Table  18  are  shown  some  of  the  commodity  rates 
established  to  the  Gulf  ports,  Mobile,  Ala.,  to  Galveston, 
Tex.,  inclusive. 


50 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  18 

Import  Commodity  Rates  from  Havana  and  Other  Points  in 
Cuba  to  Mobile,  New  Orleans,  and  Galveston  (Shipside) 


COMMODITIES 
(Any  Quantity) 


Rates  i  in  Cents  pee  100  Pounds, 
Except  as  Otherwise  Specified 

To 

Mobile,  New  Orleans,  Galveston 

(Shipside) 

From 


Asphalt,  C.  L 

Barrels,  empty,  returned,  in  cents  per 

ba  rrel  of  00  lbs.  each 

Barrels   (empty) ,  grease 

Beeswax    

Bones,  dried,  in  sacks 

Bottles  (empty),  in  barrels 

Cabbage    

Cigars,  per  1,000  cigars 

Cocoanuts,  in  sacks,  in  cents  per  sack 

of  100  cocoanuts 

Cylinders  (empty),  ammonia 

Drums,  iron,  empty,  returned 

Glycerine  (crude)    

Glycerine  (N.  O.  S. ) 

Grape  fruit,  per  crate 

Hides,  in  bundles 

Honey    

Logs,  Cedar  

Logs,  mahogany  


Shipside 


Havana 


15 

15* 

35 

25 
25 
20 
40 
64 

45 

20 

35 

15 

18 

40« 

26% 

25 

25 

25 


Shipside 


Cuban  Out- 
ports  2  as  fol- 
lows : 

Caibarien  s 

Cardenas 

Cienfuegos 

Guantanamo  s 

Manzanillo 

Matanzas 

Sagua  s 

Santiago 


25 


45 


28 

28 


EXPORT  AND  IMPORT  FREIGHT  RATES  51 

TABLE  18— Continued 


Import  Commodity  Rates  prom  Havana  and  Other  Points  in 
Cuba  to  Mobile,  New  Orleans,  and  Galveston  (Shipside) 


Rates  »  in  Cents  per  100  Pounds, 
Except  as  Otherwise  Specified 

To 
Mobile,  New  Orleans,  Galveston 
(Shipside) 
From 

Shipside 

Shipside 

COMMODITIES 

(Any  Quantity) 

Havana 

Cuban  Out- 
ports  a  as  fol- 
lows : 

Caibarien  3 

Cardenas 

Cienfuegos 

Guantanamo  3 

Manzanillo 

Matanzas 

Sagua  s 

Santiago 

20 
20 
40  5 
15 
150 

290  6 
50 
60  7 

23 

Oranges  and  lemons,  per  crate 

23 

IS 

Tankage,  under  or  on  deck,  at  sbip's 

Vegetables   (except  cabbage) 

1  Governed  by  the  Official  Classification. 

8  Rates  named  from  Cuban  Outports  to  New  Orleans,  La.,  do  not  apply  in 
connection  with  the  Southern  Pacific  Steamship  Co.,  Atlantic  Steamship  Lines, 
"New  Orleans-Havana  Line." 

*  In  connection  with  the  United  Steamship  Company,  subject  to  sufficient  cargo 
being  offered  and  special  booking  of  steamer  room. 

*  Plus  5  cents  per  100  pounds  for  lighterage.  Does  not  apply  via  United 
Steamship  Company. 

s  When  destined  beyond,  31  %   cents  per  crate. 

8  Plus  5%  primage. 

T  When   destined   beyond.    50   cents   per   100   pounds. 


52         FREIGHT   RATES— WESTERN   TERRITORY 

Should  it  be  desired  to  construct  the  rate  on  honey 
from  Havana  to  Chicago,  the  commodity  rate  of  25 
cents  shown  in  Table  18  applying  from  Havana  to  New 
Orleans  would  be  added  to  the  proportional  rate  of  50 
cents  applying  from  the  port  of  entry  to  Chicago,  mak- 
ing the  through  rate  751<4  cents  per  hundredweight. 

In  this  connection,  it  might  be  well  to  call  attention  to 
the  fact  that  certain  invoices,  consular  fees,  duties,  and 
port  charges  have  to  be  arranged  for  and  these  items 
materially  affect  the  expense  of  the  shipper  in  arranging 
for  the  importation  of  goods.  As  these  theses,  however, 
are  all  treated  in  the  treatise  devoted  to  water  traffic  and 
rates,  we  will  refrain  from  going  into  them  thoroughly 
at  this  time. 


CHAPTER  V 

EXPORT  RATES 

What  has  previously  been  said  with  reference  to  the 
import  rates  applies  in  a  great  measure  to  the  establish- 
ment of  export  rates.  There  are,  however,  in  several 
instances,  adjustments  established  which  result  in  export 
rates  that  are  in  a  great  measure  less  than  the  rates  cur- 
rently in  effect  on  import  traffic.  This  applies  with 
particular  force  to  the  rates  on  export  traffic  to  the 
republics  of  Mexico  and  Cuba,  which  will  be  discussed 
later  in  this  treatise. 

1.  From  Central  Freight  Association  Territory 
(a)  All-Rail  Rates  via  North  Atlantic  Ports 

The  authorized  basis  for  the  construction  of  rates  on 
export  traffic  from  points  in  Central  Freight  Association 
Territory  is  set  forth  in  Table  19. 

The  through  rates  to  foreign  countries  to  points  on  the 
coast  of  Maine  east  of  Portland,  to  Newfoundland,  to 
Prince  Edward  Island,  and  to  seaboard  points  in  New 
Brunswick  and  Nova  Scotia,  when  traffic  is  forwarded 
thereto  via  vessel  from  the  following  ports  of  export,  are 
determined  by  adding  to  the  inland  rates  the  actual  ocean 
rates  from  time  to  time  obtainable,  and  not  otherwise. 

The  inland  rates  charged  on  such  traffic  are  those  pub- 
lished on  domestic  shipments  from  points  of  origin  to 
the  ports  from  which  the  traffic  is  exported  via  vessel, 
except  as  otherwise  provided  in  the  table. 

53 


54 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  19 

Basis  for  Rates  on  Traffic  for  Export 


Reshipping  Point 

When    fob    Export    via    Vessel 

(Except  as  Otherwise  Provided), 

as  Follows 

Rate  Basis 

Baltimore,  Md. 
Newport  News. 
Va. 

To  foreign  countries,  including  in- 
sular possessions  of  the  United 
States  and  Canal  Zone  of  Pan- 
ama, also  West  Indies  Islands. . . 

Current  export 
rates 

Norfolk,  Va. 
New  York,  N.  Y. 
Philadelphia,   Pa. 
Pinners  Point,  Va. 

To  points  on  the  coast  of  Maine 
east  of  Portland,   also  to  New- 
foundland,   Prince    Edward    Is- 
land, and  seaboard  points  in  New 
Brunswick  and  Nova  Scotia.... 

Full  domestic 
rates 

Boston,  Mass. 

To  foreign  countries,  including  in- 
sular possessions  of  the  United 
States  and  Canal  Zone  of  Pana- 
ma, also  West  Indies  Islands. . . . 

New  York  current 
export   rates 

E.  Boston,  Mass. 
Portland,  Me. 

To  points  on  the  coast  of  Maine 
east  of  Portland ;  also  to  New- 
foundland,   Prince    Edward    Is- 
land,   seaboard    points    in    New 
Brunswick  and  Nova  Scotia .... 

New  York  domes- 
tic rates 

New  York  current 
export    rates. 

Halifax.  N.   S. 

plus  1  cent  per 
100  pounds 

To  Newfoundland,  Prince  Edward 
Island,  seaboard  points  in  New 
Brunswick  and  Nova  Scotia 

New  York  domes- 
tic rates,  plus  1 
cent  per  100 
pounds 

To  foreicn  countries 

Philadelphia  cur- 
rent export 
rates  i 

Montreal,  Que. 

To  points  on  the  coast  of  Maine 
east  of  Portland  to  Newfound- 
land,   Prince    Edward     Island, 
seaboard  points  in  New  Bruns- 

New  York  domes- 
tic rates 

EXPORT  AND  IMPORT  FREIGHT  RATES  55 

TABLE  19— Continued 
Basis  for  Rates  on  Traffic  for  Export 


Reshtpping  Point 

When    for    Expobt    via     Vessel 

(Except  as  Otherwise  Provided), 

as  Follows 

Rate  Basis 

To  foreisn  countries 

New  York  current 

Point  Levi,  Que. 
Quebec,  Que. 

export  rates 

To  Newfoundland,  Prince  Edward 
Island,  seaboard  points  in  New 
Brunswick  and  Nova  Scotia .... 

New  York  domes- 
tic rates 

To  foreign  countries 

New  York  current 

St.  John,  N.  B. 

export  rates 

West     St.     Johu, 
N.  B. 

To  Newfoundland,  Prince  Edward 
Island,  seaboard  points  in  New 
Brunswick  and  Nova  Scotia .... 

New  York  domes- 
tic rates 

Sherbrooke,  Que. 

On  shipments  forwarded  via  rail  to 
Calais,   Eastport,  and  Milltown, 
Me    

New  York  domes- 
tic rates 

St.  Andrews,  N.  B. 
St.  Stephens,  N.  B. 

To  points  on  the  coast  of  Maine 
east  of  Portland,  Me.,  to  New- 
foundland,   Prince    Edward    Is- 
land,   seaboard   points   in    New 
Brunswick  and  Nova  Scotia 

New  York  domes- 
tic rates 

North  Sidney. 
C.  B. 

To  points  in  Newfoundland 

4 

(2) 

1  New  York  current  export  rates  apply  on  shipments  of  live  stock. 
*  New  York  domestic  rates  plus  the  following  arbitraries — in   cents  per   100 
pounds : 

Classes     1  2  3  4  5  6 

Rates  in  cents  per  100  pounds  15         12         IOV2         9         IVz         6 

The  term  "foreign  countries"  as  used  in  this  table 
includes  all  destinations  outside  of  the  United  States, 
Canada,  Newfoundland,  Prince  Edward  Island,  New 
Brunswick,  and  Nova  Scotia,  with  the  proviso  that  the 
rates  are  not  applied  on  shipments  exported  to  foreign 
possessions  of  the  United  States,  handled  through  the 
United  States  navy  yards,  and  forwarded  thence  by 
United  States  government  transports. 


56         FREIGHT  RATES— WESTERN  TERRITORY 

The  same  grouping  of  Central  Freight  Association 
Territory  that  is  employed  in  the  construction  of  domestic 
rates  is  used  in  connection  with  the  establishment  of 
export  rates. 

The  term  ' '  New  York  domestic  rates ' '  as  used  in  Table 
19  indicates  that  no  special  import  rates  are  available, 
whereas  the  use  of  the  term  "New  York  export  rates" 
or  "Current  export  rates"  indicates  that  export  rates 
are  established. 

There  are  no  all-rail  class  rates  applicable  to  eastern 
destinations  on  export  traffic,  the  rates  currently  in  effect 
to  the  ports  on  domestic  traffic  being  applied  on  export 
traffic  as  well. 

There  being  no  special  rates  applicable  on  export  traffic 
to  New  York,  the  class  rates  on  traffic  exported  via  Hali- 
fax, for  example,  would  be  constructed  by  adding  one 
cent  to  each  of  the  class  rates  applying  from  Chicago 
to  New  York.  , 


Classes 1         -        3        4        5        6 

Rates  from  Chicago  to  New  -York  75      65      50      35      30      25 

Halifax   Arbitraries 111111 

Through  rates 76       66       51       36       31       26 


(b)  Via  Rail  and  Water 

A  representative  line  of  rates  from  various  percentage 
groups  to  Boston,  Mass.,  via  rail  and  water,  applicable 
upon  import  traffic,  is  shown  in  Table  20. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


TABLE  20 


57 


Rail-and-Water  Rates  to  Boston,  Mass.,  from  Percentage 

Groups 


To  Boston, 

Rates 

in  Cents  per  100  Pounds 

Mass.,  from 
Percentage 

Classes 

1 

Gboups 

1 

9 

R25 

♦  » 

R26 

R28 

4 

5 

6 

78% 

55% 

■471/2 

40% 

36 

29 

28% 

24% 

21% 

17% 

80% 

57 

49 

42 

37 

30 

29 

25 

22 

18 

82% 

58% 

5oy2 

421/2 

38 

30 

30 

25% 

22% 

18% 

84% 

GO 

51% 

43% 

39 

31 

31 

26% 

23 

19 

87% 

62 

531/2 

45% 

40% 

32% 

32 

271/2 

24 

19% 

93% 

oe% 

571/2 

48% 

43% 

34% 

34% 

29% 

26 

21 

100% 

72 

62 

53 

47 

38 

37 

32 

28 

23 

103% 

74 

64 

54 

48% 

38% 

38% 

33 

29 

23% 

110% 

79 

691/2 

58% 

52 

42 

41% 

35% 

31 

25% 

116% 

79 

69% 

59% 

54 

43 

43% 

37% 

33 

27 

119% 

79i/2 

70 

59% 

54% 

43% 

44 

38 

33 

27 

120% 

87 

75 

64 

57 

46 

45% 

39 

34 

28 

1  Governed  by  the  Official  Classification. 

2.  Commodity  Rates 

The  same  basis  attending  the  construction  of  domestic 
commodity  rates  follows  the  construction  of  rates  on 
commodities  for  export;  that  is,  the  rate  from  Chicago 
to  New  York  is  scaled  in  accordance  with  the  existing 
percentages,  as  explained  in  the  treatise  devoted  to  the 
construction  of  freight  rates  in  Official  Classification  Ter- 
ritory. Thus,  for  example,  if  a  commodity  rate  of  25  cents 
were  established  from  Chicago  to  New  York,  the  rate 
from  an  80  per  cent  point  would  be  made  by  taking  80  per 
cent  of  this  figure  and  establishing  a  rate  of  20  cents.  In 
general,  the  rates  established  to  New  York  are  also 
applied  to  Boston,  as  may  be  seen  from  a  reproduction 
of  some  of  the  existing  commodity  rates  applicable  upon 
export  traffic  from  points  in  Central  Freight  Association 
Territory  shown  in  Table  21. 


58 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  21 

All-Rail  Export  Commodity  Rates  Applicable  from  Points 

in  Central  Freight  Association  Territory  to 

Boston,  Mass.,  and  New  York,  N.  Y. 


Commodities 


Agricultural    implements 

Dross,  lead,  selter,  tin,  and  zinc 

Fencing,  wire 

Iron  and  steel  billets. . . .  •. 

Pig  iron 

Syrup,  corn 

1  Governed  by  the  Official  Classification. 

2  Per  net  ton. 

3  Per  gross  ton. 


Rates  i 

IN 

Cents    per 

100  Pounds 

Except  as 

Noted  from 

Points  in 

Central 

Freight  Asso- 

ciation 

Territory  to 

Boston 

New  York 

25 

25 

2352 

2352 

20 

20 

335 

335 

3203 

3203 

22% 

22  y2 

The  basis  for  the  construction  of  rates  both  to  and  from 
points  in  the  Dominion  of  Canada  was  explained  in  the 
treatise  devoted  to  the  construction  of  freight  rates  in 
Official  Classification  Territory,  and  this  should  not  be 
overlooked  in  connection  with  traffic  destined  to  points 
in  the  Dominion  of  Canada  proper  when  forwarded  via 
all-rail  lines. 

3.  Rates  to  Mexican  Common  Points 
(a)  All-Rail  Rates 


The  publication  of  through  rates  from  interior  points 
in  the  United  States  to  Mexican  destinations  is  under  the 
jurisdiction  of  the  Southwestern  Tariff  Committee  and 


EXPORT  AND  IMPORT  FREIGHT  RATES  59 

the  grouping  of  defined  territories  on  this  traffic  is  the 
same  as  that  employed  upon  Texas  traffic.1 

Through  class  and  commodity  rates  are  published  from 
the  following  territories : 

Carolina  Chicago 

Cincinnati  Dayton-South  Bend 

Detroit  Cleveland 

Fox  River  Kansas  No.  1 

Kansas  No.  2  Kansas  No.  3 

Kansas  City  Little  Rock-Ft.  Smith 

Louisville  Macon 

Memphis  Middlesboro 

Milwaukee  Nashville 

New  Orleans  Omaha 

Davenport  Pittsburgh 

Raleigh  St.  Louis 
Youngstown2 

Rates  are  also  published  from  Shreveport,  La.,  and 
from  various  other  individual  points. 

The  points  of  destination  under  this  adjustment  are 
grouped  as  common  points  and  include,  among  the  more 
important  places,  Mexico  City,  Torreon,  Saltillo,  Mon- 
terey, San  Luis  Potosi,  Pachuca,  and  Pueblo.  A  com- 
plete list  of  these  Mexican  Common  Points,  however,  will 
be  found  in  the  Traffic  Glossary. 

In  publishing  export  rates  the  rates  from  one  territory 
or  town  usually  determine  the  rates  to  be  charged  and 
the  rates  from  other  territories  are  made  in  relation 

'See  Part  3  of  "Freight  Rates — Western  Territory." 
'See  Page  101. 


60  FREIGHT  RATES— WESTERN  TERRITORY 

thereto.  In  the  case  of  all-rail  rates  to  Mexico,  the  St. 
Louis  rate  is  usually  established  and  rates  from  other 
territories  are  made  in  relation  to  the  St.  Louis  rate. 
The  all-rail  rates  from  St.  Louis  to  Mexico  City,  Torreon, 
San  Luis  Potosi,  Mouterery,  and  Pachuca  are  usually 
made  the  following  differentials  over  the  rates  from 
New  York  to  Mexico  City,  Torreon,  San  Luis  Potosi, 
Monterey,  and  Pachuca  (as  the  case  may  be),  applicable 
via  water  to  Vera  Cruz  and  via  rail  beyond. 

Classes 1      -      3      4      5     A     K      O     D  E 

Rates  from  New  York 

to  Mexico  City 268  23G  208  ISO  164  169  151  132  113  94 

'    Differentials    2-1    20     18     16     12     13     11     10      9  8 

Through  rates  from  St. 

Louis  to  Mexico  City .292  256  226  202  176  182  162  142  122  102 

Having  established  the  basis  for  rates  from  St.  Louis 
to  points  in  Mexico,  Table  22  sets  forth  the  rates  and 
differentials  applying  from  the  other  territories. 

(b)  Rail-and-W ater  Rates 

Through  rail-and-water  rates  are  published  to  points 
in  Mexico  from  all  territories  mentioned  in  Table  22, 
these  rates  being  applicable  through  United  States  Gulf 
ports  and  Tampico  or  Vera  Cruz,  Mex.  The  through 
rates  are  made  the  following  differentials  less  than  the 
all-rail  rates  from  each  specific  point  of  origin. 


1 

2 

3 

4 

5 

A 

B 

C 

D 

E 

Differentials    .  . . . 

....   16 

14 

12 

9 

8 

9 

7 

6 

6 

6 

EXPORT  AND  IMPORT  FREIGHT  RATES 


61 


TABLE  22 

Export  Class  Rates  to  Mexico  City  and  Other  Mexican 
Points  from  Specified  Territories 


To  Points  in  Mexico  from 
the  Following  Territories 

St.   Louis 

Kansas  City 

Omaha  -  Davenport  ( exce]  it 
Quincy,    111.) 

Quincy,    111 

New  Orleans 

Little  Rook- Fort  Smith  and 
Memphis    

Nashville    

Louisville  . 

Macon  

Chicago-Milwaukee  and  Cin- 
cinnati     

Carolina    

Raleigh    

Fox  River 

Dayton-South    Bend 

Detroit-Cleveland     

Middlesboro    

Youngstown    

Kansas  No.  1 

Kansas  No.  2 

Kansas  No.  3 

Houston  and  Galveston,  Tex., 
Shreveport,  La.,  and  points 
taking  same  rates 

Colorado  Common  Points  2 


Rates  in  Cents  per  100  Pounds 


I 


2       3 


Classes  1 
5      A 


B      C      I>      E 


292  256  -'20  202  176  182  102  142  122  102 

292  256  226  202  176  182  162  142  122  102 

303  205  233  207  179  180  165  14".  125  104 

298  261  231  206  i79  186  105  14.'.  125  104 

283  247  217  193  170  175  156  136  116  96 

285  249  21!)  195  171  175  157  137  117  07 

297  260  229  204  178  184  164  144  124  103 

300  263  231  206  178  185  164  144  121  104 

300  263  231  206  178  185  164  144  124  104 


307  268  235 
307  268  235 
337  290  253 
327  283  247 
316  276  241 
322  2S2  246 
322  2S2  246 
330  290  250 
300  264  232 
303  267  235 
307  268  235 


210  181 
210  181 

219  190 

220  189 
214  184 
216  188 
216  188 
219  190 
208  181 
210  181 
210  181 


189  168 

189  168 
199  177 
196.5178 

190  170 
194  173 
194  173 
197  174 
187  166 
189  168 
189  168 


147  127  106 
147  127  100 
156  135  114 
152  132  111 

150  130  110 

151  131  110 
151  132  110 
154  134  113 
145  124  104 
147  127  106 
147  127  100 


280  244  214  190  166  172  153  133  113  93 


1  Governed  by  the  Western  Classification. 

2  Rates  from  Colorado  Common  Points  to  Moxieo  City.  Mex..  are,  as  a  general 
proposition,  published  on  the  same  basis  as  St.  Louis-Mexico  City  rates. 


«2 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  22— Continued 

Export  Class  Rates  to  Mexico  City  and  Other  Mexican 
Points  from  Specified  Territories 


To  Points  in  Mexico  from 
the  Following  Tebeitobies 


St.  Louis 

Kansas  City 

Omaha  -  Davenport      ( except 
Quincy,    111.) 

Quincy,  111 

New  Orleans 

Little  Rock-Fort  Smith  and 
Memphis    

Nashville   

Louisville 

Macon 

Chicago-Milwaukee  and  Cin- 
cinnati     

Carolina    

Raleigh    

Fox  River 

Dayton-South   Bend 

Detroit-Cleveland    

Middlesboro   

Youngstown    

Kansas  No.  1 

Kansas  No.  2 

Kansas  No.  3 

Houston  and  Galveston,  Tex.. 
Shreveport,  La.,  and  points 
taking  same  rates 

Colorado  Common  Points  - 


Differentials  in  Cents  pes  100  Pounds 


Classes i 
4      5      A 


BOD 


12     12     12     12     10     10 


E 


11 

9 

i 

5 

3 

4 

3 

3 

2 

(J 

5 

5 

4 

O 
** 

4 

3 

3 

3 

2 

9 

!» 

9 

9 

G 

7 

6 

6 

6 

6 

i 

i 

i 

i 

o 

i 

o 

o 

5 

o 

5 

4 

o 

2 

2 

2 

2 

2 

2 

1 

8 

I 

5 

4 

2 

3 

o 

2 

2 

2 

S 

1 

0 

4 

2 

3 

2 

2 

2 

2 

15 

12 

9 

8 

5 

7 

t> 

5 

5 

4 

15 

12 

9 

S 

5 

7 

6 

5 

5 

4 

45 

34 

27 

17 

14 

37 

15 

14 

13 

12 

35 

27 

21 

18 

13 

Ui 

12 

10 

10 

9 

24 

20 

15 

12 

8 

8 

8 

8 

8 

8 

30 

26 

20 

14 

12 

12 

11 

9 

9 

8 

30 

20 

20 

14 

12 

12 

11 

9 

9 

8 

38 

34 

24 

17 

14 

15 

12 

12 

12 

11 

8 

8 

6 

6 

5 

5 

4 

3 

2 

— 

11 

11 

9 

8 

5 

— 

G 

5 

5 

4 

15 

12 

9 

s 

y 

i 

0 

r> 

5 

4 

9 


1  Governed  by  the  Western  Classification. 

-  Rates  from  Colorado  Common  Points  to  Mexico  City,  Mex.,  are,  as  a  general 
proposition,  published  on  the  same  basis  as  St.   Louis-Mexico  City  rates. 


EXPORT  AND  IMPORT  FREIGHT  RATES  63 

For  example,  the  through  rail-and-water  rates  from 
St.  Louis  to  Mexico  City  are  made  as  follows: 

Classes    1       2      3      4      5      A      B      C      D      E 

All-rail  rates  from  St. 
Louis  to  MexicoCity.292  256  226  202  176  1S2  162  142  122  102 

Rail-and-water  differ- 
entials       16     14     12       9      8      9       7       6       6       6 

Through  rail-and- 
water  rates 276  242  214  193  168  173  155  136  116     96 

4.  Rates  to  Monterey,  Mex. 

Through  all-rail  rates  from  St.  Louis  to  Monterey, 
Mex.,  are  made  by  deducting  the  following  differentials 
from  the  all-rail  rates  published  to  Mexico  City: 

Classes 1       2      3      4       5      A      B      C      D  E 

All-rail  rates  from  St. 

Louis  to  MexicoCity.292  256  226  202  176  182  162  142  122  102 

Differentials    70     60    51     39    43    46    44    45     41  30 

Through  rates  from  St. 

Louis  to  Monterey. 222  396  175  163  133  136  118    97     81     72 

The  all-rail  rates  to  Monterey,  Mex.,  from  other  terri- 
tories are  made  on  the  same  basis  as  are  the  rates  to 
Mexico  City,  Mex.,  that  is  by  adding  to  or  deducting  (as 
the  case  may  be)  the  differentials  used  from  each  terri- 
tory in  arriving  at  the  rate  to  Mexico  City. 

For  example,  the  through  rates  from  Cincinnati 
Territory  to  Mexico  City,  Mex.,  are  made  by  adding  the 
following  differentials  (as  above  explained)  to  the  rates 
from  St.  Louis  to  Mexico  City: 

Classes 12      34      5ABODE 

Differentials 15     12      '.»      8      5      7      6      5      5      4 


64         FREIGHT  RATES— WESTERN  TERRITORY 

Therefore,  in  order  to  obtain  the  through  rates  from 
Cincinnati  Territory  to  Monterey,  Mex.,  add  the  above 
differentials  to  the  rates  from  St.  Louis  to  Monterey,  as 
follows : 


Classes 12345ABCDE 

Rates  from  St.  Louis 

to    Monterey 222  196  175  163  133  136  118     97     81     72 

Differentials 15    12.98      5      7      6554 

Through,  rates  from 
Cincinnati  Territory 
to    Monterey 237  20S  184  171  138  143  124  102    86     76 


5.  Rates  to  Vera  Cruz  and  Tampico,  Mex. 

Through  rail-and-water  commodity  rates  are  published 
to  Tampico  and  Vera  Cruz,  Mex.,  via  the  ports  of  New 
Orleans,  La.,  or  Texas  City,  Tex.,  from  Mississippi  River 
points  and  points  east  thereof.  The  outline  of  the  great- 
est part  of  Central  Freight  Association  Territory 
covered  in  the  tariff  publishing  these  rates  is  west  of  a 
line  drawn  as  follows: 

From  Toronto,  Ont.,  via  the  shore  of  Lake  Ontario  and 
Hamilton  to  Niagara  Falls,  Ont. ;  thence  via  the  Niagara 
River  including  both  banks  of  said  river  to  Buffalo,  N.  Y. ; 
thence  via  the  Buffalo,  Rochester  &  Pittsburgh  Railway 
to  Salamanca,  N.  Y. ;  thence  via  the  Erie  Railroad  to 
Faulkner  Junction,  N.  Y. ;  thence  via  the  Dunkirk,  Alle- 
gheny Valley  &  Pittsburgh  Railroad  to  Warren,  Pa.; 
thence  via  the  Western  New  York  &  Pennsylvania  Rail- 
way to  Oil  City,  Pa. ;  thence  via  the  Allegheny  River  to 


EXPORT  AND  IMPORT  FREIGHT  RATES  65 

Franklin,  Pa. ;  thence  via  an  imaginary  line  immediately 
west  of  the  Allegheny  River  to  Butler,  Pa. ;  thence  via 
the  Baltimore  &  Ohio  Railroad  to  Allegheny,  Pa. ;  thence 
to  Pittsburgh,  Pa. ;  thence  from  Pittsburgh,  Pa.,  via  the 
Baltimore  &  Ohio  Railroad  to  Wheeling,  W.  Va. ;  and 
thence  via  an  imaginary  line  due  south  from  Wheeling, 
W.  Va. 

Rates  to  Vera  Cruz  and  Tampico,  Mex.,  are  generally 
made  by  the  use  of  the  local  rates  from  originating  points 
in  Central  Freight  Association  Territory  to  New  York 
plus  the  steamship  lines'  rates  to  Tampico  and  Vera  Cruz, 
less  the  following  differentials : 


1 

2 
14 

3 

12 

4 
9 

5 

8 

A 

0 

B 

7 

C 

6 

D 

G 

E 

16 

0 

The  rates  thus  obtained  are  subject  to  the  combination 
rates  from  the  same  points  of  origin  to  Gulf  ports  plus 
the  local  rates  of  the  steamship  lines  from  such  Gulf 
ports  to  Tampico  and  Vera  Cruz,  Mex.,  as  maxima. 

It  must  be  understood  that  in  making  less-than-carload 
rates  via  New  York,  cartage  transfer  at  New  York  is  to 
be  added  to  the  rate. 

6.  Rates  to  West  Coast  of  Mexico 

A  number  of  commodity  rates  are  published  from 
points  in  Alabama,  Arkansas,  Colorado,  Georgia,  Illinois, 
Indiana,  Iowa,  Kansas,  Kentucky,  Louisiana,  Michigan, 
Minnesota,  Mississippi,  Missouri,  Nebraska,  Ohio,  Okla- 
homa, Tennessee,  Texas,  and  Wisconsin  to  points  in 
Mexico  on  the  west  coast  route,  such  as  Guaymas, 
Empalme,  and  Mazatlan.     These  rates  are  made,  in  a 


66         FREIGHT  RATES— WESTERN  TERRITORY 

great  many  cases,  on  combinations  of  local  rates,  using 
the  rates  to  border  points,  such  as  Nogales  or  Naco, 
Ariz.,  plus  the  local  rates  in  Mexico,  to  which  is  added 
the  transfer  charge  at  the  border. 

Rates  to  other  points  on  the  west  coast  route  are  made 
on  combinations  of  local  rates,  as  no  through  rates  from 
points  in  the  United  States  are  published. 


CHAPTER  VI 


CUBAN  TRAFFIC 


1.  Class  Rates  from  Central  Freight  Association 

Territory  via  Atlantic  Seaboard  Ports 

On  traffic  forwarded  to  Cuba  via  North  Atlantic  ports, 
no  special  basis  of  rates  is  provided  by  the  Central 
Freight  Association  and  Trunk  Line  carriers,  through 
rates  being  made  by  a  combination  of  rates  to  and  from 
the  ports,  using  the  proportional  rate  to  the  port  as  the 
inland  proportion  and  the  ocean  carrier's  rate  from  the 
port  of  transshipment  to  the  port  of  call. 

2.  Class  Rates  from  Central  Freight  Association 

Territory  via  Gulf  Ports 

From  Central  Freight  Association  Territory  on  traffic 
destined  to  Cuban  ports,  exported  through  the  Gulf 
ports,  a  proportional  scale  of  rates  is  established  to  the 
said  ports. 

These  rates  apply  from  well  defined  groups  into  which 
that  portion  of  Central  Freight  Association  Territory 
lying  east  of  the  Indiana-Illinois  State  Line  is  assigned. 
Representative  points  in  each  of  the  six  groups  are  indi- 
cated in  Table  23. 

67 


68         FREIGHT  RATES— WESTERN  TERRITORY 

TABLE  28 
Grouping  of  Pohntts  of  Origin 


Representative 
Points 

G'ps 

Representative 
Points 

G'ps 

Representative 
Points 

G'ps 

2 

Allegheny,   Pa . . . 

2 

Ashland,    Ky. . . . 

3 

Farbison,    Ohio. . 

2 

Buffalo,  N.  Y 

2 

Selina,  Ohio 

1 

Chillicothe,    Ohio 

3 

Cleveland,  Ohio.  . 

2 

Columbus,  Ohio. . 

1 

Day  ton,  Ohio 

3 

Detroit,  Mich .... 

2 

Dunkirk,    N.    Y . . 

•> 

Elizabeth  town, 

Erie,  Pa 

2 

Ft.  Wayne,  Ind.  . 
Goshen    Tnd 

1 

Iud        

3 

Gary,   Ind 

Hamilton,  Ont. . . 

1 

1 

Fostoria,  Obio. . . 

2 

2 

Huntington,   W. 

Greenville,   Ohio. 

1 
3 

Jackson,  Mich . . . 
Kenova,  W.   Va.. 

2 
3 

Va 

2 

Indianapolis,  Ind. 

Jonesboro,   Ind. . . 

1 

Kalamazoo,  Mich. 

2 

LaFayette,   Ind.  . 

1 

Charleston,  W.  Va. 

2 

1 

1 

Lansing,  Mich. . . 

2 

Decatur,    111 

5i 

Marion,   Ohio 

1 

2 

Marion,  Ind 

1 

Muncie,   Ind 

1 

Middletown,  Ohio 

3 

Mackinaw,    111... 

4i 

New    Lexington, 

Muskegon,   Mich. 

*> 

New  Cumberland, 

Ohio    

2 

North     Vernon, 

W    Va 

2 

2 

Owasso,   Mich.. .  . 
Portsmouth,  Obio 

2 
3 

Ind      

•_» 

Orville,    Ohio. . .  . 

Paris,  111 

5i 

Pittsburgh,   Pa..  . 

2 

Round    Bottom. 

Quincy,   Ohio. . .  . 

1 

Richmond,  Ind. .  . 

•  > 

•  » 

W.    Va 

2 

Rushville,   Ind .  . . 

3 

Saginaw,  Mich. . . 

2 

St.   Thomas,   Ont. 

2 

Sandusky,  Ohio. . 

V 

2 

South  Bend,  Ind. 

1 

Stuebenville,  Ohio 

2 

Terre  Haute,  Ind. 

3 

Toledo,  Ohio 

2 

Trinway,   Ohio. . . 

2 

Uricbsville,  Ohio. 

2 

Urbana,  Ohio.  .  .  . 

1 

Valparaiso,  Ind. . 

1 

Vienna,  Mich .... 

2 

Washington  Court 

Vincennes,  Ind.. . 

ti 

House,  Ohio.  . . 

Q 

*> 

Wheeling,  W.  Va . 

2 

Windsor,  Ont 

2 

Youngstown,  Obio 

•) 

Zanesville,  Ohio. . 

2 

1  Stations  on  the  Vandalia  Railroad  in  Illinois  from  Farrington,  111.,  to  but 
not  including  St.  Louis,  Mo.,  and  from  Farrington,  III.,  to  Kennie,  111.,  inclusive, 
are  in  Group  5.  Stations,  Midland  City  to  Peoria,  inclusive,  are  in  Group  4. 
These  are  the  only  Illinois  stations  that  are  grouped  in  the  Central  Freight 
Association  tariff.  Rates  from  these  stations  are  puhlished  by  the  Western  Trunk 
Line  Committee. 


Table  23  gives  some  general  idea  as  to  the  grouping  of 
Central  Freight  Association  Territory. 


EXPORT  AND  IMPORT  FREIGHT  RATES  69 

3.   Proportional   Class  Rates   from    Central   Freight 

Association  Territory  to  Gulf  Ports, 

Except  Key  West,  Fla. 

In  Table  24  are  given  the  current  class  rates  applicable 
to  all  Gulf  ports,  except  Key  West,  Fla.,  on  traffic 
destined  to  Havana  and  other  points  in  Cuba.  These 
rates,  as  may  be  observed,  are  governed  by  the  Official 
Classification.  It  will  be  recalled  that  the  local  rates  to 
New  Orleans  and  Mobile  were  governed  by  the  Southern 
Classification,  while  the  rates  to  Galveston  and  other 
Texas  ports  were  governed  by  the  Western  Classification. 

TABLE  24  •   m 

•  Class  Rates  Applicable  to  All  Gulf  Ports,  Except  Key  West, 

Fla.,  on  Traffic  Destined  to  Havana  and  Other 

Points  in  Cuba 


To  Gulf  Ports  > 
from  Groups  2 

Rates 

[N  Cents  per  100  Pounds 

1 

2 

3 

Classes 
4         5 

3 
6 

R25 

R26 

R28 

75 

75 

69.5 

72 

69.5 

65 

65 

65 

60.5 

63 

60.5 

56.5 

50 

50 

46.5 

49.5 

46.5 

43.5 

35 

35 

32.5 

34 

32.5 

30.5 

30 
30 
28 
29 
28 
26 

25 

25 

23 

24.5 

23 

21.5 

55 

55 

51.5 

53.5 

51.5 

48 

40 

40 

37.5 

39.5 

37.5 

34.5 

40 

2 

40 

0 

37.5 

4 

5 

6 

39.5 
37.5 
35 

Exception. — Does  not  apply  on  live  stock  for  export ;  no  export  rates  in  effect 
on  live  stock. 

Exception. — Does  not  apply  on  cotton  seed  products,  viz. :  Cotton  seed  meal, 
cotton  seed  cake,  cotton  seed  hulls,  cotton  seed  oil,  cotton  seed  soap  stock,  cotton 
seed  foots,  cotton  seed  hull  bran,  cotton  seed  settlings,  cotton  seed  tank  bottoms, 
cotton  seed  hull  shavings  (not  bleached  or  dyed),  and  cotton  factory  sweepings 
(refuse  of  cotton  seed  oil  mills). 

1  Algiers,  La.,  Galveston,  Tex.,  Gretna,  La..  Gulfport,  Miss.,  Mobile,  Ala.,  New 
Orleans,  La.,  Pensacola,  Fla.,  Port  Arthur,  Tex..  Tort  Bolivar.  Tex.,  Port  Chal- 
mette,  La.,  Texas  City,  Tex.,  and  Westwego,  La. 

-  See  Table  23. 

3  Governed  by  Official  Classification  No.  41,  Agent  R.  N.  Collyer's  I.  C  C- 
O.  C.  No.  41,  supplements  thereto  and  reissues  thereof,  and  by  Exceptions  to  said 
classification. 


70         FREIGHT  RATES— WESTERN  TERRITORY 

The  rate  to  Gulf  ports  from  any  point  in  Central 
Freight  Association  Territory  shown  in  Table  23  will 
be  the  same  as  for  the  corresponding  group  to  which  it 
is  assigned.  Thus,  for  example,  reference  to  Table  23 
shows  that  Vincennes  is  in  Group  6  and  the  rate  from 
Vincennes  would  be  the  scale  shown  for  Group  6  in 
Table  24. 

4.  Proportional   Class   Rates   from   Central   Freight 
Association  Territory  to  Key  West,  Fla. 

To  illustrate  the  difference  in  the  rate  to  Key  West, 
Fla.,  as  contrasted  with  the  other  Gulf  ports,  the  current 
rates  to  Key  West,  Fla.,  are  reproduced  in  Table  25. 

TABLE  25 

Class  Rates  Applicable  to  Key  West,  Fla.,  on  Traffic 
Destined  to  Havana  and  Other  Points  in  Cuba 


To  Kfy  West 

FLA., 

JS1 

Rates  in 

Cents  pee 

100 

Pounds 

FROM    GROU1 

1 

•■> 

•  » 

Classes  2 
4         5 

6 

R25 

R26 

R28 

1 

•> 

127 

127 

121.5 

124 

121.5 

117 

109 

109 

104.5 

107 

104.5 

100.5 

S6 

86 

82.5 

S5.5 

82.5 

79.5 

63.5 

63.5 

61 

62.5 

61 

59 

54.5 
54.5 
52.5 
53.5 
52.5 
50.5 

45.5 

45.5 

43.5 

45 

43.5 

42 

95 

95 

91.5 

93.5 

91.5 

88 

72.5 

72.5 

70 

72 

70 

67 

71.5 
71.5 

3 

4 

68.5 
70.5 

68  5 

6 

66 

Exception. — Does  not  apply  on  live  stock  for  export ;  no  export  rates  In  effect 
on  live  stock. 

Exception. — Does  not  apply  on  cotton  seed  products,  viz. :  Cotton  seed  meal, 
cotton  seed  cake,  cotton  seed  hulls,  cotton  seed  oil,  cotton  seed  soap  stock,  cotton 
seed  foots,  cotton  seed  hull  bran,  cotton  seed  settlings,  cotton  seed  tank  bottoms, 
cotton  seed  hull  shavings  (not  bleached  or  dyed),  and  cotton  factory  sweepings 
(refuse  of  cotton  seed  oil  mills). 

1  See  Table  23. 

1  Governed  by  Official  Classification  No.  41,  Agent  R.  N.  Collyer'e  I.  C.  C.-O.  C. 
No.  41,  supplements  thereto  and  reissues  thereof,  and  by  Exceptions  to  said  classi- 
fication. 


EXPORT  AND  IMPORT  FREIGHT  RATES  71 

These  rates,  as  may  be  observed,  are  in  all  instances 
considerably  higher  than  the  rates  to  the  other  Gulf  ports 
and  the  difference  is  justified,  in  a  great  measure,  by  the 
difference  in  the  length  of  haul. 

Both  the  rates  to  Key  West  and  to  the  other  Mexican 
Gulf  ports  are  considerably  less  than  the  local  rates  from 
the  same  group  to  the  same  point.  These  rates  are 
designated  as  proportional  rates  and  are  confined  in  their 
application  to  apply  only  on  traffic  destined  to  Havana, 
Cuba,  and  other  points  on  the  island. 

5.  Class  Rates  from  the  Ports 

The  class  rates  applicable  in  connection  with  the  water 
carriers  operating  between  Southern  ports  of  transship- 
ment and  Cuban  ports  of  call  are  shown  in  Table  26. 
These  are  the  rates  that  are  currently  in  effect  and  as 
they  are  not  filed  with  the  Interstate  Commerce  Com- 
mission they  are  subject  to  change  upon  very  short  notice. 

From  Table  26  it  may  be  seen  that  the  rates  from  Key 
West  to  Havana  are  hardly  one-third  of  the  rates  appli- 
cable from  the  other  ports  and  it  may  also  be  observed 
that  there  are  no  rates  from  Key  West  to  the  other 
Cuban  ports  of  call,  such  as  Cienfuegos,  Matanzas,  Guan- 
tanamo,  or  Manzanillo.  This  is  due  to  the  fact  that  the 
Peninsular  &  Occidental  Steamship  Company,  which 
affords  the  service  between  Key  West  and  Havana,  does 
not  make  these  points  as  ports  of  call,  confining  its 
operations  to  Havana  only. 


n 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  26 

Class  Rates  Applicable  from  Southern  Ports  op  Trans- 
shipment to  Cuban  Outports 


From  Key  West,  Fla., 
Mobile,  Ala.,  New  Or- 
leans, La.,  Galveston, 
Tex..    (Shipside)   to 


Havana 


Havana 


Cienfuegos 
Santiago  . 
Matanaas    , 
Cardenas  . 


Guantanaino 
Caibarien  *  . 
Sagua  *    .... 


Manzanillo 


Rates  in 

Cents 

PER 

100  Pounds 

1 

2 

0 
0 

Classes1 
4          5 

6 

R25 

R26 

752 

65 

55 

40 

35 

30 

60 

45 

233 

21 

19 

11.5 

10.5 

9.5 

20 

12.5 

802       70         60         43         38         33         65        50 


S22       72         62         45         40         35         67        52 


852       75         65        47        42        37         70        55 


1  Governed  by  the  Official  Classification. 

2  Rates  apply  from  all  points  shown  above  except  Key  West,  Fla. 

3  Rates  apply  from  Key  West,  Fla.,  only. 

4  When  in  connection  with  the  United  Steamship  Company,  traffic  to  these 
points  is  subject  to  sufficient  cargo  being  offered  and  special  booking  of  steamer 
room.  The  Munson  Steamship  Company  has  direct  sailings  from  Mobile  to  all 
ports  named  above. 

Taking  a  Group  1  point  of  origin,  the  rates  via  New 
Orleans  would  be  constructed  as  follows : 

Classes    1  2  3  4  5  6 

Rates  from  Group  1  to  Gulf  75        65        50        35        30        25 
Rates  from  Gulf  to  Havana  75         65        55         40        35         30 


Through  rates 150       130      105 


65 


55 


The   rates   via   Key  West  would   be   constructed   as 
follows : 

Rates  from  Group  1  to  Key 

West    127       109        86        63%     54%     45% 

Rates    from    Key    West    to 

Havana    23        21        19        11%     10%       9% 


Through  rates 150      130      105 


75 


65 


55 


EXPORT  AND  IMPORT  FREIGHT  RATES  73 

From  this  it  is  seen  that  the  rates  from  Group  1  are 
the  same  to  Havana  whether  forwarded  via  Key  West 
or  via  other  Gulf  ports.  This  emphasizes  the  equaliza- 
tion of  the  competition  via  the  various  routes,  as  it  may 
be  seen  by  further  comparison  that  the  rates  from  the 
other  groups  are  the  same  also.  This  is  brought  about 
by  the  fact  that  the  rates  to  Key  West  are  established 
on  a  differential  basis  over  the  rates  to  other  Gulf  ports. 
The  following  differentials  are  added  to  the  other  Gulf 
port  rates  to  establish  proportional  rates  to  Key  West. 

Classes    1  2  3  4  5  G 

Differentials    52        44        36         28%     24%     201:. 

6.  Commodity  Rates  from  Central  Freight  Association 

Territory  via  Gulf  Ports,  Including 

Key  West,  Fla. 

In  so  far  as  Havana  is  concerned,  the  same  equalization 
of  rates  from  Central  Freight  Association  Territory 
through  the  various  Mexican  Gulf  ports  does  not  prevail, 
as  lower  combinations  may  be  obtained  through  Key 
West,  Fla.,  than  through  other  ports  on  some  commodi- 
ties, and  vice  versa.  A  few  of  the  rates  currently  in 
effect  on  some  commodities  are  shown  in  Table  27. 

As  an  exception  to  the  generally  accepted  idea  that 
commodity  rates  are  less  than  class  rates,  it  may  be 
seen  that  the  rates  between  the  Gulf  ports  and  Havana 
on  boots  and  shoes  are  considerably  in  excess  of  the 
first-class  rate,  which  is  the  rating  they  are  assigned  in 
the  classification.  In  explanation  of  this,  it  may  be  said 
that  it  is  a  common  practice,  in  so  far  as  water-borne 
traffic  is  concerned,  to  assess  very  high  rates  on  unde- 


74 


FREIGHT  RATES— WESTERN  TERRITORY 


TABLE  27 

Commodity  Rates  Currently  in  Effect  from  Gulf  Ports 

to  Havana 


Commodities 


Boots  and  shoes,  any  quantity 

Cement,  in  bags  or  barrels,  any  quantity. . .. 

Clay,  fire  or  common,  in  barrels,  C.  L 

Clay,  fire  or  common,  in  barrels,  L.  C.  L. . .  . 

Coffee,  in  bags,  C.  L 

Coffee,  in  bags,  L.  C.  L 

Glassware,  common,  C.  L 

Glassware,  common,  L.  C.  L 

Hay,  in  bales 

Pig  lead,  C  L 

Pig  lead,  L.  C.  L 

Packing  house  products.  C.  L 

Packing  house  products,  L.  C.  L 

Water,  mineral,  in  glass,  in  cases  or  barrels, 

C.   L 

Water,  mineral,  in  glass,  in  cases  or  barrels, 

L.  C.  L 

1  Governed  by  the  Official  Classification. 
-  Per  gross  ton,  2,240  pounds. 


Rates  i  in  Cents  pee  100 
Pounds  Except  as  Noteh 


To  Havana 

from  Gulf 

Poets 

From   Key 

Other 

West,  Fla. 

Than  Key 

West,  Pla. 

100 

271/2 

11 

07% 

23 

0S% 

23 

10% 

25 

12 

25 

12% 

60 

20% 

60 

22 

30 

.... 

4002 

192  = 

400  = 

2132 

23 

09% 

23 

09% 

H!) 


35 


13 


14% 


The  corresponding  rates  on  the  same  commodities  from 
Central  Freight  Association  Territory  to  both  Key  West 
and  other  Gulf  ports  are  shown  in  Tables  28  and  30. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


75 


TABLE  28 

Commodity  Rates  Currently  in  Effect  from  Central  Freight 
Association  Territory  to  Key  West,  Fla. 


Commodities 


Boots  and  shoes,  in  cases, 

strapped,  any  quantity 

Cement,  in  bags  or  barrels,  C.  L. . 

Clay,  fire  or  common,  C.  L 

Clay,  fire  or  common,  L.  C.  L . . 

Coffee,  in  bags,  C.  L 

Coffee,  in  bags,  L.  C.  L 

Glassware,  common,  C.  L 

Glassware,  common,  L.  C.  L 

Hay    

Lead,  pig,  C.  L 

Lead,  pig,  L.  C.  L 

Packing  house  products,  C.  L . . . . 


Rates  in  Cents  per  100  Pounds 
Except  as  Noted 

From  Central  Freight  Association 

Territory  to  Gulf  Ports  in 

Groups  - 

12  3  4  5  6 


147% 

147% 

142 

144% 

142 

137% 

23 

24 

18 

19% 

18% 

16 

33 

33 

30% 

32% 

30% 

29% 

47% 

47y2 

45 

46% 

45 

43% 

43 

43 

41 

42 

41 

39 

52% 

52  y2 

50 

52 

50 

47 

74  y2 

74  % 

72 

73% 

72 

72 

93 

93 

89i/2 

91% 

89% 

86 

7683 

768 

722 

756 

722 

689 

9713 

971 

915 
35 

948 
37 

915 

870 

1  Governed  by  the  Official  Classification. 

-  See  Table  23. 

3  Per  gross  ton,  2,240  pounds. 


TABLE  29 

Commodity  Rates  from  Central  Freight  Association 

Territory  to  Gulf  Ports  Other  Than 

Key  West,  Fla. 


Commodities 


Boots  and  shoes,  any  quantity.  . . 

Cement,  C.  L 

Coffee,  C.  L 

Coffee,  L.  C.  I 

Glassware 

Packing  house  products    C.  I.... 

Hay   

Lead,  pig 

\Va  ter,  mineral 


Rates  in  Cents  per  100  Pounds 

From  Central  Freight  Association 

Territory  to  Gulf  Ports  in 

Groups  = 

12  3  4  5  6 


17%     20%     14%     16 


15 


12% 


•>> 


24 


'  Governed  by  the  Official  Classification. 
-  See  Table  23. 


76 


FREIGHT  RATES— AVE  STERN  TERRITORY 


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a  0 


78        FREIGHT  RATES— WESTERN  TERRITORY 

sirable  freight.  Boots  and  shoes  may  be  said  to  be 
undesirable  freight  for  the  reason  that  the  carriers 
experience  no  little  trouble  on  account  of  claims  being 
filed  for  shortages  in  shipments  of  this  kind,  due  to  the 
pilfering  of  the  cases  after  they  have  left  the  shipper's 
possession.  Many  water  lines  refuse  to  accept  them  un- 
less they  are  strapped,  corded,  and  sealed.  This  precau- 
tion is  taken  to  safeguard  themselves,  as  a  case  cannot  be 
opened  by  anyone  without  the  seal  being  destroyed,  and 
the  responsibility  may  readily  be  placed  by  determining 
in  whose  possession  the  case  might  have  been  when  the 
seal  was  broken.  Other  objectionable  commodities  are 
treated  in  the  same  manner. 

7.  Class  Rates  to  Cuban  Outpoets 

The  class  rates  to  Cuban  outports,  such  as  Cienfuegos, 
Santiago,  Caibarien,  Guantanamo,  and  others,  are  shown 
in  Table  26,  these  rates  being  constructed  by  the  addi- 
tion of  certain  arbitraries  to  the  rates  currently  in  effect 
to  Havana,  Cuba. 

8.  Commodity  Rates  to  Cuban  Outpoets 

The  rates  on  commodities  to  the  Cuban  outports  are 
also  constructed  by  the  addition  of  arbitraries  to  the 
rates  currently  in  effect  to  Havana.  These  arbitraries 
are  she  Trn  in  Table  30. 

The  rates  constructed  on  this  arbitrary  basis  are  appli- 
cable in  connection  with  the  Munson  Steamship  Company 
and  the  United  Steamship  Company,  the  rates  via  the 


EXPORT  AND  IMPORT  FREIGHT  RATES  79 

Southern  Pacific  Company  being  specifically  published, 
as  is  indicated  in  Tables  31  and  32,  which  show  some  of 
the  commodity  rates  currently  in  effect  via  the  Southern 
Pacific  Company  and  Atlantic  Steamship  Lines  to  the 
aforesaid  Cuban  outports.  A  comparison  of  these  rates 
with  the  rates  to  Havana  plus  the  arbitraries  shown  in 
Table  30  will  indicate  that  they  are  on  the  same  basis. 
For  example,  the  rate  on  boots  and  shoes  from  Mobile 
or  New  Orleans  to  Havana  is  $1.  The  arbitrary  shown 
in  Table  30  applicable  on  boots  and  shoes  destined  to 
Guantanamo  is  10  cents,  making  a  through  rate  in  con- 
nection with  the  Munson  Steamship  Company  or  the 
United  Steamship  Company  of  $1.10  from  New  Orleans 
to  Guantanamo.  This  is  the  same  rate  as  that  published 
by  the  Southern  Pacific  Company-Atlantic  Steamship 
Lines  as  a  through  rate. 

Through  rates  from  interior  points  in  the  United  States 
are  constructed  in  much  the  same  manner  as  are  the  rates 
to  Havana,  Cuba,  that  is,  by  a  combination  of  the  rates 
to  the  ports  with  the  rates  from  the  ports  plus  the  arbi- 
traries, if  via  the  Munson  Steamship  Company  or  the 
United  Steamship  Company,  or  plus  the  through  ocean 
rates,  if  via  the  Southern  Pacific  Company-Atlantic 
Steamship  Lines.  The  following  is  an  illustration, 
assuming  the  movement  to  be  cement  in  carload  quan- 
tities from  Toledo,  Ohio,  to  Manzanillo,  Cuba. 


80         FREIGHT  RATES— WESTERN  TERRITORY 

Via  Munson  Steamship  Company  or  Atlantic 
Steamship  Company 

Rate  from  Toledo  (Group  2)  to  New  Orleans 

or  Mobile 20Vs>  cents  per  cwt 

Rate  from  New  Orleans  or  Mobile  to  Havana  11       cents  per  cwt. 
Arbitrary,  Manzanillo  over  Havana 5       cents  per  cwt 

Through  rate 36U  cents  per  cwt. 

Via  Southern  Pacific  Company — Atlantic  Steamship  Lines 

Rate  from  Toledo  (Group  2)  to  New  Orleans  or 

Mobile    20*4  cents  per  cwt 

Ocean  rate.  New  Orleans  to  Manzanillo 20      cents  per  cwt. 

Through  rate  40Y2  cents  per  cwt. 

9.  Minimum  Charge 

On  small  shipments,  the  minimum  charge  applicable 
via  the  various  routes,  that  is,  via  Key  West  or  other 
Gulf  ports,  has  some  bearing  on  the  lowest  charges 
obtainable.  In  so  far  as  applied  to  the  inland  propor- 
tional rates  applicable  to  Key  West  or  other  Gulf  ports, 
the  minimum  charge  is  that  for  the  actual  weight  at 
tariff  rate  but  in  no  case  less  than  $1.  The  minimum 
charge  from  the  Gulf  ports  to  Havana  or  to  the  outports, 
when,  forwarded  via  direct  steamers,  is  $3.25;  when  for- 
warded to  the  outports  via  Havana,  that  is,  transshipped 
at  that  point  via  the  route  shown  in  the  table,  the  mini- 
mum charge  is  $5.25 ;  and  when  forwarded  from  Havana 
in  connection  with  the  Cuban  Railways,  the  minimum 
charge  to  Cardenas  and  Matanzas  is  $5  and  to  Caibarien 
and  SagTia  $6. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


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84         FREIGHT  RATES— WESTERN  TERRITORY 

The  minimum  charge,  in  so  far  as  the  rates  to  the 
ports  are  concerned,  eliminates  the  application  of  the 
Official  Classification  rule,  which  provides  that  the  mini- 
mum charge  is  for  100  pounds  at  the  first-class  rate  and 
permits  of  the  application  of  a  lower  basis  for  charges. 
Assuming  the  movement  to  be  a  shipment  of  90  pounds 
of  first-class  merchandise  moving  from  Buffalo,  N.  Y., 
the  minimum  charge  via  the  several  routes  would  be  as 
follows : 


Via  New  Orleans,  La. 

90  lbs.  at  75c=68c,  which  is  less  than  required  minimum  of  $1. 

Minimum  rate  from  Buffalo  to  New  Orleans $1.00 

Rate  from  New  Orleans  to  Havana 3.25 

Through  minimum  charge  to  Havana $4.25 


Via  Key  West,  Fla. 

90  lbs.  at  $1.27=$1.14,  which  is  above  the  required  minimum  and  is 
therefore  applied  as  the  charge  to  Key  West. 

Rate  from   Buffalo  to  Key  West $1.34 

Rate  from   Key  West  to  Havana 2.75 

Through  minimum  charge  to   Havana $3.89 


The  minimum  charge  from  New  Orleans  would  also 
apply  to  CuL>an  outports  provided  the  shipment  was  for- 
warded via  direct  steamer.  If,  however,  the  shipment 
was  forwarded  via  the  water  route  to  Santiago  de  Cuba 
and  transshipped  at  Havana,  the  minimum  charge  via 
New  Orleans  would  be  $6.25.  If  forwarded  via  the  rail- 
ocean-and-rail  lines,  using  the  ocean  line  to  Havana  in 
connection  with  the  Cuban  Railway,  the  minimum  charge 


EXPORT  AND  IMPORT  FREIGHT  RATES  85 

to  Cardenas  and  Matanzas  would  be  $6,  while  to  Caiba- 
rien  and  Sagua  the  minimum  charge  would  be  $7. 

10.  Marine  Insurance 

The  rates  to  Cuban  ports  do  not  include  marine  insur- 
ance and  shippers  must  arrange  with  the  steamship 
company  for  this  feature  if  they  so  desire.  The  current 
rate  of  insurance  from  Mobile  and  New  Orleans  to 
Havana  is  20  cents  per  $100  when  insured  under  the  open 
policy  of  these  lines,  and  when  shipments  are  trans- 
shipped at  Havana  to  other  Cuban  outports,  shippers 
must  arrange  for  the  insurance  covering  that  portion 
of  the  voyage. 

11.  Rates  from  Ohio  and  Mississippi  Rtver  Points  and 

Related  Points  Published  by  the  Western 

Trunk  Line  Roads 

The  inland  proportional  rates  applicable  on  Cuban 
traffic  from  the  points  previously  set  forth  are  those 
published  by  the  Central  Freight  Association  lines 
through  their  agent,  Mr.  Eugene  Morris.  The  rates  set 
forth  in  Table  33  are  those  published  by  the  Western 
Trunk  Line  Association  and  in  some  instances  they 
apply  from  the  same  points  as  the  Central  Freight  Asso- 
ciation issue.  Thus,  for  example,  we  find  rates  published 
from  Indianapolis,  Ind.  This  is  brought  about  by  the 
fact  that  some  of  the  lines  serving,  Indianapolis  are 
members  of  the  Central  Freight  Association,  such  as  the 
Cincinnati,  Hamilton  &  Dayton  Railway,  the  Cleveland. 
Cincinnati,  Chicago  &  St.  Louis  Railway,  the  Lake  Erie 
&  Western  Railroad,  and  the  Vandalia  Railroad,  while 


86         FREIGHT  RATES— WESTERN  TERRITORY 

others  are  members  of  the  Western  Trunk  Line  Com- 
mittee. The  policy  of  the  carriers  is  to  confine  the 
publication  of  rates  to  as  few  bureaus  as  possible. 

12.  Grouping  of  Territory 

The  territory  from  which  the  proportional  rates  are 
established  is  assigned  to  various  groups,  as  is  the  case 
in  the  construction  of  rates  to  Western  Trunk  Line  and 
Southwestern  Committee  territories.  The  borders  vary 
somewhat  from  the  ones  used  in  those  adjustments, 
however.  The  groups  are  designated  as  the  Chicago, 
Peoria,  St.  Louis,  Evansville,  La  Crosse,  Milwaukee, 
Springfield,  Cincinnati,  Cairo,  Dubuque,  Indianapolis, 
Louisville,  and  Detroit  groups. 

13.  Proportional  Class  Bates  to  Key  West,  Fla. 

The  rates  currently  in  effect  from  these  groups  to  Key 
West,  Fla.,  are  indicated  in  Table  33. 

These  class  rates  may  be  used  in  connection  with  the 
class  rates  of  the  ocean  carriers  operating  from  Key 
West  to  Havana  as  shown  in  Table  26,  through  rates 
being  constructed  in  the  same  manner  as  was  illustrated 
in  the  case  of  the  Central  Freight  Association  points. 

In  Table  3.4  is  given  a  representative  list  of  commodity 
rates  applicable  on  traffic  originating  in  Central  and 
South  America,  Mexico,  and  the  West  Indies  Islands  and 
destined  to  interior  points  in  the  United  States. 


EXPORT  AND  IMPORT  FREIGHT  RATES 


87 


TABLE  33 

Proportional  Class  Rates  from  Various  Western  Trunk  Line 

Groups  to  Key  West,  Fla.,  on  Traffic  Destined 

to  Havana,  Cuba 


To  Key  West,  Fla., 

FEOM 

Rates  in  Cents  per  100  Pounds 

1 

2 

3 

Classes  1 
4            5 

6 

R25 

R26 

Chicago  (Group  1) 

127 

109 

86 

63% 

54% 

45  % 

95 

72  % 

Milwaukee   (Group  2) .  .  . 

127 

109 

86 

63% 

54% 

45% 

95 

72% 

Dubuque  (Group  3) 

133 

114 

90 

66% 

56% 

47% 

99% 

75% 

Peoria    (Group   4) 

124 

107 

85% 

62% 

63% 

45 

93% 

72 

Springfield    (Group  5j... 

121% 

104% 

82% 

61 

52% 

43% 

91% 

70 

Indianapolis    (Group   6)  . 

121% 

104% 

82% 

61 

52% 

43% 

91% 

70 

St.  Louis   (Group  7)  .  .  .  . 

Cincinnati   (Group  8) .  .  . 

Louisville    (Group   9) .  . . 

117 

105% 

79% 

59 

50% 

42 

88 

67 

Evansville   (Group  10)  .  . 

Cairo    (Group   11) 

Detroit   (Group  12) 

127 

109 

86 

63% 

54% 

45% 

95 

72 ' .... 

La  Crosse  (Group  13)  .  .  . 

164 

136% 

101  % 

79 

64% 

56 

118% 

85 

1  Governed   by   the   Official    Classification   and   exceptions  thereto,    issued   by 
Eugene  Morris  and  W.  H.  Hosmer,  Agents. 

TABLE  34 

Proportional  Commodity  Rates  Applicable  on  Traffic 

Originating  in  Central  and  South  America,  Mexico, 

and  the  West  Indies  Islands  via  Gulf  Ports 


Commodities 


Cigars    

Tobacco,     unmanufactured, 

L.   C.  L 

Tobacco,     unmanufactured, 

C.    L 

Pineapples,  C.  L 

Oranges,    C.   L 

Straw  hats    

Honey,  C.  L 

Honey,  L.  C.  L 


Rates  in  Cents  per  100  Pounds 


From  Central  and  South  America,  Mexico,  and 
the  West  Indies  Islands  to 


Cincin- 
nati, Ohio 


Chicago, 
111. 


66 

66 

32 
32 
37 
75 
50 
75 


66 


75 


Kansas 
City,  Mo. 


Denver,    Salt  Lake 
Colo.      City,  Utah 


110 


85 


180 


148 


313 


268 


35 

53 

84 

182 

32 

46.4 

88 

162.4 

40 

60 

115 

150 

75 

110 

180 

288 

50 

110 

180 

313 

75 

110 

ISO 

313 

CHAPTER  VII 

REGULATION 

1.  Jurisdiction  of  Federal  Government 
over  Water  Carriers 

The  question  of  federal  control  over  foreign  commerce 
has  been  raised  from  time  to  time  in  the  past,  and  it  is 
generally  conceded  that  Congress  assumed  control  over 
commerce  between  the  United  States  and  foreign  coun- 
tries under  the  Commerce  Clause  in  the  Federal  Constitu- 
tion, which  provides  "that  Congress  shall  have  power  to 
regulate  commerce  with  foreign  nations."  This  view 
was  sustained  as  early  as  February  18,  1793,  by  the 
Supreme  Court  of  the  United  States. 

At  the  time,  however,  that  the  Constitution  of  the 
United  States  was  drafted,  the  conditions  applying  to 
the  transportation  of  property  were  greatly  dissimilar 
from  those  of  later  years.  The  majority  of  our  com- 
merce, both  foreign  and  internal,  was  transported  by 
vessels  upon  the  high  seas  and  by  barges  and  tow-boats 
on  the  inland  waterways.  Very  few  stage  or  wagon 
roads  of  any  importance  or  length  existed  and  those  that 
were  constructed  led  from  the  towns  and  settlements 
located  on  the  navigable  waters  to  the  woods  and  develop- 
ing interior  settlements. 

The  stage  routes  of  those  days  did  not  engage  in  the 
transfer  of  property  to  any  great  extent  inasmuch  as 
their  capacity  was  taxed  to  the  utmost  in  the  conveyance 

88 


EXPORT  AND  IMPORT  FREIGHT  RATES  89 

of  passengers  between  the  various  points  that  they 
reached. 

When  the  traffic  was  handled  by  land,  however,  the 
service  was  performed  entirely  on  common  roads  and  in 
vehicles  drawn  by  animal  power.  No  one  at  that  time 
imagined  that  the  roads  and  bridges  of  the  country 
(except  when  the  latter  crossed  navigable  streams)  were 
not  entirely  subject  as  to  their  construction,  repair,  and 
management  to  state  regulations  and  control.  At  the 
same  time,  it  was  not  supposed  that  the  wagons  of  the 
country,  which  were  the  vehicles  of  this  commerce,  or  the 
horses  by  which  they  were  drawn  were  subject  to  national 
regulation. 

Some  of  the  early  statesmen  held  this  same  view  with 
respect  to  the  construction  of  our  first  railroad,  viz., 
that  while  the  right  of  way  was  subject  to  state  and 
federal  legislation,  the  vehicles  themselves  were  exempt 
from  any  regulations.  This  view  did  not  obtain  for  any 
great  length  of  time  and  the  federal  right  of  control 
was  conceded  at  an  early  date. 

2.  The  Act  to  Regulate  Commerce  as  Applied 
to  Foreign  Commerce 

In  opening  the  debate  on  April  14,  1886,  the  Chairman 
of  the  Senate  Select  Committee,  explaining  the  bill  for 
the  regulation  of  commerce,  for  the  information  of  the 
United  States  Senate,  said : 

While  the  provisions  of  the  bill  are  made  to  apply  mainly  to 
the  regulation  of  the  interstate  commerce,  in  order  to  regulate 
such  commerce  fairly  and  effectively  it  has  been  deemed  nei  • 
sary  to  extend  its  application  also  to  certain  classes  of  foreign 


90         FREIGHT  RATES— WESTERN  TERRITORY 

commerce  which  are  intimately  intermingled  with  interstate  com- 
merce, such  as  shipments  between  the  United  States  and  adjacent 
countries  by  railroad,  and  the  transportation  by  railroad  of  ship- 
ments between  points  in  the  United  States  and  ports  of  transship- 
ment or  of  entry,  when  such  shipments  are  destined  to  or  received 
from  a  foreign  country  on  through  bills  of  lading.  To  avoid  any 
uncertainty  as  to  the  meaning  of  these  provisions  in  regard  to 
what  may  be  at  the  same  time  in  some  instances  State  and  foreign 
commerce,  it  is  expressly  provided  that  the  bill  shall  not  apply  to 
the  transportation  of  properties  wholly  within  one  State  and  not 
destined  to  or  received  from  a  foreign  country. 

This  section  of  the  Act  was  enacted  by  both  houses  of 
Congress  substantially  as  reported  by  the  Committee, 
and  while  the  scope  of  some  of  its  provisions  has  been 
enlarged  by  subsequent  amendments,  its  effect  in  so  far 
as  this  particular  traffic  is  concerned  remains  unchanged. 

For  the  purpose  of  giving  the  Commission's  remarks 
in  connection  with  several  cases  involving  its  jurisdiction 
over  foreign  commerce,  conferred  by  Section  1  of  the  Act, 
this  section  is  reproduced  as  follows : 

The  provisions  of  the  act  shall  apply  to  any  corporation  or  any 
person  or  persons  engaged  in  the  transportation  of  oil  or  other 
commodity,  except  water  and  except  natural  or  artificial  gas,  by 
means  of  pipe  lines,  or  partly  by  pipe  lines  and  partly  by  railroad, 
or  partly  by  pipe  lines  and  partly  by  water,  wb.o  shall  be  con- 
sidered and  held  to  be  common  carriers  within  the  meaning  and 
purpose  of  this  act,  and  to  any  common  carrier  or  carriers 
engaged  in  the  transportation  of  passengers  or  property  wholly 
by  railroad  (or  partly  by  railroad  and  partly  by  water  when  both 
are  used  under  a  common  control,  management,  or  arrangement 
for  a  continuous  carriage  or  shipment) ,  from  one  state  or  terri- 
tory of  the  United  States,  or  the  District  of  Columbia,  to  any 
other  state  or  territory  of  the  United  States,  or  the  District  of 
Columbia,  or  from  one  place  in  a  territory  to  another  place  in  the 
same  territory,  or  from  any  place  in  the  United  States  to  an 


EXPORT  AND  IMPORT  FREIGHT  RATES  91 

adjacent  foreign  country,  or  from  any  place  in  the  United  States 
through  a  foreign  country  to  any  other  place  in  the  United  States, 
and  also  to  the  transportation  in  like  manner  of  property  shipped 
from  any  place  in  the  United  States  to  a  foreign  country  and 
carried  from  such  place  to  a  port  of  transshipment,  or  shipped 
from  a  foreign  country  to  any  place  in  the  United  States  and 
carried  to  such  place  from  a  port  of  entry  either  in  the  United 
States  or  an  adjacent  foreign  country :  Provided,  however,  that 
the  provisions  of  this  act  shall  not  apply  to  the  transportation 
of  passengers  or  property,  or  to  the  receiving,  delivering,  storage, 
or  handling  of  property,  wholly  within  one  state  and  not  shipped 
to  or  from  a  foreign  country  from  or  to  any  state  or  territory 
as  aforesaid. 

One  of  the  most  celebrated  cases  of  recent  years  was 
the  so-called  ''Baltic  Pool,"  which  was  comprised  of 
several  of  the  larger  trans-Atlantic  lines,  namely,  the 
Hamburg-American     Company,     North     German-Lloyd 
Company,  the  Wilson  (Hull  Line),  and  the  Scandana- 
vian-American,  all  serving  ports  on  the  Baltic  Sea.    It 
was   alleged   by    a   competing   line    (the    Cosmopolitan 
Shipping  Company)  that  the  Baltic  lines,  by  means  of 
a  preferential  agreement  with  the  carriers,  secured  the 
bulk  of  the  traffic  to,  from,  and  via  ports  on  the  Baltic 
Sea.     It  was  contended  that  this  was  an  illegal  pooling 
of  freights  under  the  Act  to  Regulate  Commerce,  that 
the  monopoly  of  the  Hamburg-American  Packet  Com- 
pany and  others  was  unlawful,  and  that  it  tended  to 
decrease  competition  and  to  advance  illegally  transporta- 
tion charges.  The  Commission  was  requested  to  prescribe 
such  rules  and  regulations  in  lieu  of  those  existing  at 
that  time  over  the  defendants'  lines  as  would  in  the 
future  operate  to  prevent  the  continuance  of  the  exac- 
tions, unjust  discriminations,  undue  and  unreasonable 


92  FREIGHT  RATES— WESTERN  TERRITORY 

prejudice  and  disadvantage  to  which  the  complainant 
was  at  that  time  subjected. 

The  point  raised  in  this  allegation,  as  may  be  seen, 
was  the  jurisdiction  of  the  Interstate  Commerce  Com- 
mission over  ocean  carriers  engaged  in  the  transportation 
of  shipments  moving  to  or  from  points  in  the  United 
States  and  destined  to  or  originating  at  foreign  countries 
not  adjacent  to  the  United  States. 

From  a  perusal  of  this  section  of  the  Act  to  Regulate 
Commerce,  it  may  be  observed  that  traffic  from  ports  of 
export  to  foreign  ports  and  from  foreign  ports  to  Ameri- 
can ports  of  entry  is  exempted,  and  that  it  naturally 
follows  that  over  such  traffic  the  Interstate  Commerce 
Commission  should  have  no  jurisdiction.  Further  than 
this,  the  uniform  interpretation  of  the  law  is  that  an 
all-water  carrier  engaged  in  transporting  freight  origi- 
nating at  New  York  or  at  New  Orleans  may  engage  in 
such  traffic  between  such  ports  without  filing  its  rate 
with  the  Interstate  Commerce  Commission. 

Likewise,  steamship  lines  plying  between  Pacific  coast 
ports  or  carriers  transporting  freight  between  ports  on 
the  Great  Lakes  or  river  carriers  operating  on  the  inland 
waterways,  as  long  as  they  are  independent  and  are  not 
controlled  or  managed  by  the  same  interest  controlling 
a  rail  line  and  in  the  absence  of  an  arrangement  for 
continuous  carriage  under  joint  rates,  are  exempted  from 
the  provisions  of  the  Act.  When,  however,  such  lines 
enter  into  an  agreement  and  establish  joint  rates  for  the 
continuous  movement  of  freight  from  port  to  port  in 
connection  with  certain  rail  lines,  to  or  from  the  respec- 
tive ports,  then  the  water  lines  become  subject  to  all  of 
the  provisions  mandatory  and  prohibitory  of  the  Act 
to  Regulate  Commerce. 


EXPORT  AND  IMPORT  FREIGHT  RATES  93 

This  being  the  case  in  so  far  as  our  domestic  commerce 
was  concerned,  the  complainant  asked  that  our  foreign 
commerce  be  measured  by  the  same  rule,  and  that  on 
shipments  transported  under  a  common  arrangement 
with  rail  carriers  that  the  ocean  carriers  be  made  subject 
to  the  Act.  In  disposing  of  this  point,  the  Interstate 
Commerce  Commission  said,  in  part : 

It  would  be  a  far  cry,  indeed,  to  say  that  a  railroad  in  France 
which  makes  itself  part  of  a  through  route  from  Chicago  to 
Paris  becomes  subject  to  the  interstate  commerce  act  because 
a  railroad  in  Georgia,  by  accepting  through  billing  of  interstate 
commerce,  has  been  held  to  be  a  carrier  described  in  section  1 
of  the  act  to  regulate  commerce.  Yet  such  would  be  the  logical 
conclusion  of  complainant's  contention  were  all  export  and 
import  commerce  moving  by  rail  and  water  governed  by  the 
same  rule  as  applies  to  interstate  traffic;  for  if  through  billing 
determines  jurisdiction,  then  all  carriers  participating  therein 
become  subject  to  regulation  by  Congress. 

The  jurisdiction  of  this  Commission  is  not  to  be  determined 
by  anything  other  than  the  language  of  section  1  of  the  act,  and 
in  this  section  we  find  a  clear  distinction  drawn  as  between 
interstate  commerce  and  foreign  commerce  to  a  country  not 
adjacent  to  the  United  States;  and  this  distinction,  in  our 
opinion,  saves  such  foreign  commerce  from  the  effect  of  that 
provision  of  the  section  as  to  continuous  carriage  beyond  the 
American  seaboard.  The  Commission  may  regulate  interstate 
traffic,  whether  by  rail  or  by  a  combined  rail-and-water  route, 
from  point  of  receipt  to  point  of  delivery;  but  the  Commission 
in  its  control  over  foreign  commerce  is  limited  to  the  regulation 
of  such  traffic,  whether  by  railroad  or  by  a  combination  of  rail 
and  water  carriers,  from  and  to  the  point  of  transshipment.1 

The  proper  construction  placed  upon  Section  1  of  the 
Act  to  Regulate  Commerce  gives  the  Interstate  Commerce 

1 13  I.  C.  C.  Rep..  271. 


94         FREIGHT  RATES— WESTERN  TERRITORY 

Commission  jurisdiction  only  over  the  inland  portions 
of  the  haul  on  such  shipments  as  are  destined  to  foreign 
countries.  Indeed,  as  the  law  is  read,  that  is,  the  entire 
Act  to  Regulate  Commerce,  every  provision  by  which 
discrimination  may  be  punished  or  rebating  or  any  other 
evil  at  which  the  law  is  aimed,  assumes  that  the  Act 
condemned  shall  have  been  committed  within  the  United 
States  and  the  law  takes  no  cognizance  whatever  of  the 
possibility  of  applying  it  to  common  carriers  or  indi- 
viduals who  are  outside  the  jurisdiction  of  our  courts. 

Generally  speaking,  the  affairs  of  carriers  operating 
upon  the  high  seas  are  subject  to  the  jurisdiction  of  the 
Admiralty  Courts,  the  scope  of  whose  jurisdiction  in 
the  United  States  only  includes  maritime  causes  or  such 
as  arise  out  of  commerce  and  navigation  upon  the  high 
seas  or  navigable  waters  of  the  United  States.  This 
jurisdiction  rests  solely  upon  the  Constitution  of  the 
United  States  and  is  not  dependant  upon  and  cannot  be 
enlarged  or  abridged  by  Congress  under  its'  power  to 
regulate  commerce  between  the  states  and  foreign 
nations.2 

The  Commission,  not  having  been  given  control  over 
the  ocean  carriers,  cannot  compel  observance  of  the 
law  by  such  carriers  and,  if  they  so  choose,  they  may 
alter  their  rates  at  such  times  or  for  such  patrons  as 
they  please.  Therefore,  the  line  must  be  drawn  deci- 
sively between  those  carriers  whose  rates  and  practices 
this  Commission  can  control  and  those  which  it  cannot 
control.  Upon  this  line  of  reasoning  it  has  been  the 
consistent  ruling  of  the  Commission  that  joint  rates  can- 

2  The  Belfast.  7  Wall  (U.  S.  624,  19  L.  Ed.?  266). 


EXPORT  AND  IMPORT  FREIGHT  RATES  95 

not  be  made  over  carriers  subject  to  the  Act  and  those  not 
subject  to  the  Act. 

The  Federal  Government  has  said  that  this  Commission  shall 
exercise  jurisdiction  over  the  inland  portion  of  the  haul,  either 
to  or  from  the  foreign  country ;  and  it  must  logically  and  neces- 
sarily follow  that  the  rate  which  must  be  filed  with  the  Commis- 
sion under  section  6  of  the  act  is  the  rate  governing  such 
movements.  On  foreign  commerce  the  rate  to  be  published 
with  this  Commission  should  be  the  rate  to  the  port  and  from 
the  port — an  open  rate,  which  any  who  desire  to  do  so  may  use 
with  equal  advantage.  The  publication  of  such  rate  does  not 
in  any  manner  limit  the  very  valuable  privilege  of  through 
billing.  Such  through  billing  should  clearly  separate  the  liability 
of  the  rail  and  the  ocean  carrier  and  show  the  published  rate 
of  the  inland  carrier.  The  routing  of  the  freight,  however, 
should  remain  with  the  shipper,  and  upon  him  may  be  imposed 
no  greater  charge  to  the  port  when  his  freight  goes  by  one 
ocean  line  than  by  another,  and  this  rate  to  the  port  the  tariffs 
must  disclose.3 


e  IS  I.  C.  C.  Rep.,  281. 


CHAPTER  YUl 

EXPORT  AND  IMPORT  RATES  VS.  DOMESTIC  RATES 

The  question  oi  the  propriety  of  a  lower  rate  on  export 
or  import  traffic  than  is  concurrently  in  effect  on  domestic 
traffic  of  the  same  character  and  kind  has  frequently  been 
questioned.  While  the  question  has  not  been  definitely 
settled  for  all  time,  it  is  interesting  to  review  the  remarks 
of  the  Interstate  Commerce  Commission  with  respect  to 
this  phase  of  the  traffic,  as  it  had  held  previously  that  no 
circumstances  and  conditions  which  existed  beyond  the 
seaboard  in  the  United  States  could  be  regarded  legiti- 
mately by  them  for  the  purpose  of  justifying  a  difference 
in  rates  between  those  applicable  on  import  traffic  and 
those  applicable  on  domestic  traffic. 

On  the  other  hand,  the  carriers  called  attention  to  the 
numerous  routes  that  were  available  for  the  forwarding 
of  the  world's  commerce  via  the  various  American  ports 
of  entry  and  export,  as  well  as  between  the  port  cities 
themselves.  There  were  facts,  although  admitted  by  the 
Commission  to  be  true,  that  it  was  unable  to  recognize  in- 
asmuch as  it  was  shut  up  by  the  terms  of  the  Act  to  Regu- 
late Commerce  to  consider  only  such  circumstances  and 
conditions  as  pertained  to  the  articles  of  traffic  after  they 
had  reached  and  been  delivered  to  a  port  of  the  United 
States  or  Canada. 

The  act  to  regulate  commerce  will  be  examined  in  vain  to  nnd 

96 


EXPORT  AND  IMPORT  FREIGHT  RATES  97 

any  intimation  that  there  shall  be  any  difference  made  in  the 
tolls,  rates,  or  charges  for,  or  any  difference  in  the  treatment 
of  home  and  foreign  merchandise  in  respect  to  the  same  or  similar 
service  rendered  in  the  transportation  when  this  transportation 
is  done  under  the  operation  of  this  statute.  Certainly  it  would 
require  a  proviso  or  exception  plainly  engrafted  upon  the  fa 
of  the  act  to  regulate  commerce  before  any  tribunal  chare 
with  its  administration  would  be  authorized  to  decide  or  hold 
that  foreign  merchandise  was  entitled  to  any  preference  in  tolls, 
rates,  or  charges  made  for,  or  any  difference  in  ib  b  _tment 
for.  the  same  or  similar  service  as  against  home  mere-hand 
Foreign  and  home  merchandise,  therefore,  under  the  operation 
of  this  statute,  when  handled  and  transported  by  interstate 
carriers,  engaged  in  carriage  in  the  United  States,  stand  exactly 
upon  the  same  basis  of  equality  as  to  tolls,  rates,  charges,  and 
treatment  for  similar  services  rendered.  The  business  com- 
plained of  in  this  proceeding  is  done  in  the  shipment  of  foreign 
merchandise  from  foreign  ports  to  ports  of  entry  of  the  United 
States,  or  through  ports  of  entry  in  a  foreign  country  adjacent 
to  the  United  State  to  points  of  destination  in  the  United 
States,  upon  through  bills  of  lading.1 

This  was  the  original  stand  taken  by  the  Interstate 
Commerce  Commission  in  formnlating  its  order  of 
January  29,  1S91.  which  it  was  subsequently  called  upon 
to  review.  As  an  illustration  of  the  evolution  of  import 
rates,  the  following  extract  from  the  Commission's 
report  is  pertinent. 

The  defendant  company  admitted  that,  as  a  scheme  or  mode 
of  obtaining  foreign  traffic,  it  had.  agencies  by  which,  and  by  the 
use  of  through  bills  of  lading,  it  soured  shipments  of  merchan- 
dise from  Liverpool  and  London  and  other  European  ports  to 
San  Francisco  and  to  other  inl&-"yi  ports  named.  It  alleged 
that,  in  order  to  get  this  traffic,  it  was  Necessary  to  give  through 
rates  from  the  places  of  shipment  to  the  places  of  final  destina- 

I.  C  C.  Rep..  512.  51ft     3  I   C   C  R*p~  443,  +44. 


98         FREIGHT  RATES— WESTERN  TERRITORY 

tion,  and  that,  in  fixing  said  rates,  it  was  controlled  by  an  ocean 
competition  in  sailing  and  steam  vessels  by  way  of  the  Isthmus 
and  around  the  Horn,  and  also,  to  some  extent,  by  competition 
through  the  Canada  route  to  the  Pacific  coast.  These  rates, 
so  fixed  and  controlled,  left  to  the  defendant  company  and  to  the 
Southern  Pacific  Company,  as  their  share  of  the  charges  made 
and  collected,  less  than  the  local  charges  of  said  companies  in 
transporting  similar  merchandise  from  New  Orleans  to  San 
Francisco,  and  so,  too,  as  to  foreign  merchandise  carried  to  other 
inland  points.  The  defendant  further  alleged  that  unless  it 
used  said  means  to  get  such  traffic  merchandise  to  the  Pacific 
coast  would  none  of  it  reach  New  Orleans,  but  would  go  by  the 
other  means  of  transportation;  that  neither  the  community  of 
New  Orleans  nor  any  merchant  or  shipper  thereof  was  injured 
or  made  complaint;  that  the  traffic  thus  secured  was  remunera- 
tive to  the  railway  company  and  was  obviously  beneficial  to  the 
consumers  at  the  places  of  destination,  who  were  thus  enabled 
to  get  their  goods  at  lower  rates  than  would  prevail  if  this 
custom  of  through  rates  was  destroyed.  *  *  *  The  Commis- 
sion justified  its  action  wholly  upon  the  construction  put  by  it 
on  the  act  to  regulate  commerce,  as  forbidding  the  Commission 
to  consider  the  "circumstances  and  conditions"  attendant  upon 
foreign  traffic  as  such  "circumstances  and  conditions"  as  they 
are  directed  in  the  act  to  consider.  The  Commission  thought  it 
was  constrained  by  the  act  to  regard  foreign  and  domestic  traffic 
as  like  kinds  of  traffic  under  substantially  similar  circumstances 
and  conditions,  and  that  the  action  of  the  defendant  company 
in  procuring  through  traffic  that  would,  except  for  the  through 
rates,  not  reach  the  port  of  New  Orleans,  and  in  taking  its  pro 
rata  share  of  such  rates,  was  an  act  of  "unjust  discrimination," 
within  the  meaning  of  the  act.     *     *     * 

In  so  construing  the  act  we  think  the  Commission  erred. 

As  we  have  already  said,  it  could  not  be  supposed  that  Con- 
gress, in  regulating  commerce,  would  intend  to  forbid  or  destroy 
an  existing  branch  of  commerce,  of  value  to  the  common  carriers 
and  to  the  consumers  within  the  United  States.  Clearly,  express 
language  must  be  used  in  the  act  to  justify  such  a  supposition. 

So  far  from  finding  such  language,  we  read  the  act  in  question 


EXPORT  AND  IMPORT  FREIGHT     RATES  99 

to  direct  the  Commission,  when  asked  to  find  a  common  carrier 
guilty  of  a  disregard  of  the  act,  to  take  into  consideration  all 
the  facts  of  a  given  case — among  which  are  to  be  considered  the 
welfare  and  advantage  of  the  common  Carrier,  and  of  the  great 
body  of  the  citizens  of  the  United  States  to  constitute  the  con- 
sumers and  recipients  of  the  merchandise  carried;  and  that  the 
attention  of  the  Commission  is  not  to  be  confined  to  the  advantage 
of  shippers  and  merchants  who  deal  at  or  near  the  ports  of  the 
United  States,  in  articles  of  domestic  production.  Undoubtedly 
the  latter  are  likewise  entitled  to  be  considered ;  but'  we  cannot 
concede  that  the  Commission  is  shut  up  by  the  terms  of  this  act 
to  solely  regard  the  complaints  of  one  class  of  the  community. 
"We  think  that  Congress  has  here  pointed  out  that,  in  considering 
questions  of  this  sort,  the  Commission  is  not  only  to  consider 
the  wishes  and  interests  of  the  shippers  and  merchants  of  large 
cities,  but  to  consider  also  the  desire  and  advantage  of  the  car- 
riers in  securing  special  forms  of  traffic,  and  the  interests  of 
the  public  that  the  carriers  should  secure  that  traffic,  rather 
than  abandon  it,  or  not  attempt  to  secure  it.  It  is  self-evident 
that  many  cases  may  and  do  arise  where,  although  the  object  of 
the  carriers  is  to  secure  the  traffic  for  their  own  purposes  and 
upon  their  own  lines,  yet  nevertheless,  the  very  fact  that  they 
seek,  by  the  charges  they  make,  to  secure  it,  operates  in  the 
interests  of  the  public.     *     *     * 

The  conclusions  that  we  draw  from  the  history  and  language 
of  the  act,  and  from  the  decisions  of  our  own  and  the  English 
courts,  are  mainly  these :  That  the  purpose  of  the  act  is  to  promote 
and  facilitate  commerce  by  the  adoption  of  regulations  to  make 
charges  for  transportation  just  and  reasonable,  and  to  forbid 
undue  and  unreasonable  preferences  or  discriminations.  That, 
in  passing  upon  questions  arising  under  the  act,  the  tribunal 
appointed  to  enforce  its  provisions,  whether  the  Commission  or 
the  courts  is  empowered  to  fully  consider  all  the  circumstances 
and  conditions  that  reasonably  apply  to  the  situation,  and  that, 
in  the  exercise  of  its  jurisdiction,  the  tribunal  may  and  should 
consider  the  legitimate  interests  as  well  of  the  carrying  companies 
as  of  the  traders  and  shippers,  and  in  considering  whether  any 
particular  locality  is  subjected  to  an  undue  preference  or  dis- 


100       FREIGHT  RATES— WESTERN  TERRITORY 

advantage  the  welfare  of  the  communities  occupying  the  locali- 
ties where  the  goods  are  delivered  is  to  be  considered  as  well 
as  that  of  the  communities  which  are  in  the  locality  of  the  place 
of  shipment.  That  among  the  circumstances  and  conditions  to 
be  considered,  as  well  in  the  case  of  traffic  originating  in  foreign 
ports  as  in  the  case  of  traffic  originating  within  the  limits  of 
the  United  States,  competition  that  affects  rates  should  be  con- 
sidered, and  in  deciding  whether  rates  and  charges  made  at  a 
low  rate  to  secure  foreign  freights  which  would  otherwise  go 
by  other  competitive  routes  are  or  are  not  undue  and  unjust, 
the  fair  interests  of  the  carrier  companies  and  the  welfare  of 
the  community  which  is  to  receive  and  consume  the  commodities 
are  to  be  considered.  That  if  the  Commission,  instead  of  con- 
fining its  action  to  redressing,  on  complaint  made  by  some 
particular  person,  firm,  corporation,  or  locality,  some  specific 
disregard  by  common  carriers  of  provisions  of  the  act,  proposes 
to  promulgate  general  orders,  which  thereby  become  rules  of 
action  to  the  carrying  companies,  the  spirit  and  letter  of  the 
act  require  that  such  orders  should  have  in  view  of  the  purpose 
of  promoting  and  facilitating  commerce,  and  the  welfare  of  all 
to  be  affected,  as  well  the  carriers  as  the  traders  and  consumers 
of  the  country.2 

Evidence  was  introduced  by  several  of  the  carriers, 
illustrating  the  effects  following  the  issuance  of  the  order 
by  the  Interstate  Commerce  Commission  for  them  to 
desist  from  charging  less  on  import  and  export  traffic 
than  was  charged  on  the  same  kind  of  domestic  traffic. 
The  exhibits  tending  in  all  instances  to  show  a  substantial 
decrease  in  the  volume  of  traffic  handled. 

In  referring  to  the  decision  of  the  United  States 
Supreme  Court,  to  which  tribunal  the  order  of  the  Com- 
mission was  appealed  by  the  carriers,  the  Interstate 
Commerce  Commission  states  in  a  somewhat  later  case 
as  follows: 

-•  I.  C.  C.  Rep.,  422.  437. 


EXPORT  AND  IMPORT  FREIGHT  RATES  101 

*  *  *  The  court  treated  the  entire  field  of  foreign  com- 
merce as  a  class  different  from  domestic  commerce.  It  did  not 
undertake,  nor  was  there  involved,  the  determination  of  the 
propriety  of  different  import  rates  where  the  points  of  origin 
were  not  the  same,  and  we  do  not  think  the  language  of  that 
opinion  fairly  may  be  considered  to  impose  upon  this  Commis- 
sion the  impossible  burden  of  examining  into  the  circumstances 
and  conditions  that  may  affect  transportation  from  every  con- 
ceivable point  on  the  globe  to  points  in  the  United  States.  Few 
carriers  publish  the  same  export  rates  on  traffic  for  Europe  as 
for  South  or  Central  America,  but  except  in  the  instant  case 
we  are  not  now  aware  of  any  publication  of  varying  export  rates 
on  traffic  for  a  single  foreign  country.  It  may  be,  and  upon 
this  point  we  express  no  opinion,  that  we  properly  can  consider 
the  comparative  differences  in  conditions  affecting  transportation 
for  Europe  and  South  America,  for  this  is  within  the  realms  of 
practicability,  but  to  say  that  we  must  determine  whether  the 
difference  in  conditions  attaching  to  transportation  to  every 
point  in  England  is  sufficient  to  justify  different  export  rates 
is  to  cast  upon  us  the  duty  of  inquiring  into  the  circumstances 
affecting  the  transportation  of  property  by  the  English  rail- 
roads.    *     *     *3 

Youngstown  Territory 

That  territory  beginning  at  Point  Edward,  Out.,  and  thence 
on  and  south  of  the  Grand  Trunk  Ry.,  main  line,  Sarnia,  to 
but  not  including  Niagara  Falls,  via  London,  Ont. ;  thence 
north  of  the  Niagara  River  to  but  not  including  Buffalo,  N.  Y. ; 
thence  west  of  the  Buffalo,  Rochester  &  Pittsburgh  Ry.  to  but 
not  including  Salamanca,  N.  Y. ;  thence  west  of  the  Erie  R.  R. 
to  but  not  including  Falconer  Junction,  N.  Y. ;  thence  west  of 
the  Dunkirk,  Allegheny  Valley  &  Pittsburgh  R.  R.  to  but  not 
including  Warren,  Pa. ;  thence  west  of  the  Western  New  York 
&  Pennsylvania  R.  R.  to  but  not  including  Oil  City,  Pa. ;  thence 
via  the  Allegheny  River  to  but  not  including  Franklin,  Pa. ; 
thence  via  an  imaginary  line  immediately  west  of  the  Alle- 
gheny River  to  but  not  including  Butler,  Pa. ;  thence  west  of 

'23  I.  C.  Rep.,  469,  470. 


102       FREIGHT  RATES— WESTERN  TERRITORY 

the  Baltimore  &  Ohio  R.  R.  to  but  not  including  Allegheny,  Pa. ; 
thence  to  but  not  including  Pittsburgh  or  McKees  Rock,  Pa. ; 
thence  west  of  the  Baltimore  &  Ohio  R.  R.  to  but  not  including 
Wheeling,  W.  Va. ;  thence  south  via  an  air  line  to  Cannelton, 
W.  Va. ;  thence  via  the  Chesapeake  &  Ohio  R.  R.  to  a  point  just 
east  of  Ashland,  Ky. ;  thence  following  the  south  bank  of  the 
Ohio  River  to  a  point  opposite  Pomeroy,  Ohio;  thence  north, 
just  east  of  Pomeroy,  Ohio,  and  the  Toledo  &  Ohio  Central  Ry., 
east  of  Athens  to  a  point  just  east  of  New  Lexington,  Ohio; 
thence  east  of  the  Cincinnati  &  Muskingum  Valley  Ry.  to  a 
point  just  east  of  Zanesville,  Ohio ;  thence  east  of  the  Wheeling 
&  Lake  Erie  R.  R.  to  a  point  just  east  of  Coshocton,  Ohio; 
thence  east,  just  south  of  the  Pittsburgh,  Cincinnati,  Chicago  & 
St.  Louis  Ry.,  south  of  New  Comerstown,  to  a  point  just  south 
and  east  of  Uhrichsville,  Ohio;  thence  north,  just  east  of  the 
Cleveland,  Lorain  &  Wheeling  Ry.,  to  a  point  just  east  of  Canal 
Dover,  Ohio ;  thence  east  of  the  Pennsylvania  Co.  to  a  point  just 
south  and  east  of  Valley  Junction,  Ohio ;  thence  north,  just  east 
of  the  Baltimore  &  Ohio  R.  R.,  to  a  point  just  east  of  Canton, 
Ohio;  thence  east  of  the  Pennsylvania  Co.  and  east  of  Alliance 
and  Ravenna  to  a  point  just  east  of  a  junction  with  the  Wheel- 
ing &  Lake  Erie  R.  R.,  north  of  Earlville,  Ohio;  thence  east  of 
the  Wheeling  &  Lake  Erie  R.  R.  to  a  point  east  of  Bedford, 
Ohio;  thence  east  of  the  Pennsylvania  Co.  and  east  of  New- 
burgh  and  Woodland  to  a  point  just  north  and  east  of  Cleve- 
land, Ohio,  but  not  including  Collinwood,  Ohio;  thence  via  but 
not  including  the  south  and  west  shores  of  Lake  Erie  and  the 
Detroit  River  to  a  point  just  east  of  Detroit,  Mich. ;  and  thence 
via  but  not  including  the  west  shore  of  Lake  St.  Clair  and 
the  St.  Clair  River  to  and  including  Point  Edward,  Ont. 


TEST  QUESTIONS 

These  questions  are  for  the  student  to  use  in  testing 
his  knowledge  of  the  assignment.  The  answers"  should 
be  written  out,  but  are  not  to  be  sent  to  the  University. 

1.  Define  foreign  commerce.  Into  what  divisions  may  it  be 
assigned ! 

2.  Under  what  circumstances  may  Chicago,  111.,  be  classed 
as  a  port  of  entry? 

3.  Is  the  term  "foreign  countries"  uniform  in  all  cases? 

4.  How,  as  a  general  rule,  are  rates  to  countries  not  adjacent 
to  the  United  States  published  ? 

5.  Are  the  rates  from  Central  Freight  Association  Terri- 
tory to  points  in  the  Dominion  of  Canada  filed  with  the  Inter- 
state Commerce  Commission? 

6.  May  the  rates  on  export  or  import  traffic  exceed  those  on 
like  domestic  traffic? 

7.  What  influences  must  the  lines  serving  the  North  Atlantic 
ports  consider  in  constructing  import  rates  to  points  in  the 
Middle  West  ? 

8.  What  would  be  the  rate  on  fluor  spar  from  New  York  to 
an  80  per  cent  point? 

9.  Compare  the  domestic  class  rates  on  import  traffic  with 
the  rates  on  domestic  traffic  from  Portland,  Me.,  to  Chicago,  111. 

10.  In  general,  is  the  same  basis  employed  in  establishing 
commodity  rates  from  other  Atlantic  ports? 

11.  How  are  the  rates  to  points  in  Illinois  and  Wisconsin 
constructed  on  traffic  imported  by  way  of  Gulf  ports  ? 

12.  What  are  the  class  rates  from  Mobile,  Ala.,  to  St.  Paul. 
Minn.  ? 

13.  What  is  the  rate  on  wood  pulp  from  Galveston,  Tex.,  to 
Freeport,  111.? 

14.  On  commodities  taking  less  than  the  sixth-class  rate,  what 
class  differential  is  deducted  in  establishing  through  rates? 

15.  Is  the  grouping  employed  in  the  construction  of  rates  to 
Missouri  River  Territory  similar  to  that  employed  on  domestic 
traffic  ? 

16.  Upon  what  basis  are  class  rates  via  Atlantic  ports,  such 
as  from  New  York  to  Kansas  City,  Kan.,  constructed? 

17.  Upon  what  differentials  are  rates  to  Lincoln,  Neb.,  made 
over  the  rates  on  like  traffic  to  Kansas  City,  Kan.  ? 

103 


104        FREIGHT  RATES— WESTERN  TERRITORY 

18.  How  are  the  class  rates  via  Gulf  ports  to  the  same  points 
of  destination  made? 

19.  In  what  way  is  the  publication  of  rates  on  commodity 
traffic  to  points  in  Oklahoma  restricted  ? 

20.  Do  the  lines  serving  the  North  Atlantic  ports  attempt  to 
meet  the  rates  of  the  Gulf  lines  to  points  in  Arkansas  and 
Louisiana  ? 

21.  What  is  the  general  practice  with  reference  to  the  con- 
struction of  class  and  commodity  rates  on  import  traffic  to  points 
in  Southeastern  Territory? 

22.  How  are  the  Colorado  Common  Points  defined? 

23.  Compare  the  rates  to  Salt  Lake  City,  Utah,  on  import 
traffic  via  Gulf  routes  with  those  applicable  on  like  traffic  from 
New  York. 

24.  Upon  what  basis  are  rates  from  Galveston,  Tex.,  to  Los 
Angeles,  Cal.,  made? 

25.  How  are  the  rates  to  the  so-called  intermountain  cities 
constructed  ? 

26.  Does  the  basis  for  the  construction  of  import  rates  fol- 
low that  employed  on  export  traffic  ? 

27.  Is  it  permissible  for  the  carriers  to  establish  a  lower  rate 
on  traffic  originating  in  one  foreign  country  than  in  another? 

28.  What  basis  is  emploj^ed  in  constructing  rates  on  Central 
American  traffic  from  Gulf  ports  to  interior  destinations  of  the 
United  States  ? 

29.  How  are  the  rates  on  Mexican  traffic  constructed  ? 

30.  Enumerate  some  of  the  more  important  border  countries. 

31.  What  are  the  principal  seaports  on  the  east  and  the  west 
coasts  of  Mexico? 

32.  Assuming  the  rate  of  exchange  to  be  300,  what  decimal 
would  be  employed  in  converting  a  Mexican  rate  per  thousand 
kilos  into  cents  United  States  currency  per  100  pounds? 

33.  How  are  the  rates  from  Mexico  City.  Mex.,  to  New  York, 
N.  Y.,  made  ? 

34.  To  what  countries  are  the  application  of  rates  via  Pacific 
coast  ports  of  entry  confined? 

35.  Does  the  grouping  of  interior  destinations  conform  to 
that  employed  on  domestic  traffic  ? 

36.  Are  the  rates  on  class  traffic  the  same  as  those  in  effect  on 
domestic  shipments? 

37.  Give  an  illustration  of  the  application  of  a  rate  on  mat- 
ting in  less-than-earload  lots  from  San  Francisco,  Cal.,  to  Chi- 
cago, 111. 

38.  Give  an  illustration  of  the  various  routes  available  on 
traffic  originating  in  Cuba  and  destined  to  St.  Paul,  Minn. 


TEST  QUESTIONS  105 

39.  What  would  be  the  first-class  rate  on  traffic  from  Havana, 
Cuba,  to  Mobile,  Ala.  ? 

40.  To  what  items  are  the  publication  of  commodity  rates 
from  Cuban  ports  confined? 

41.  What  basis  for  rates  is  employed  on  traffic  exported  to 
foreign  countries  via  Halifax,  N.  S.? 

42.  In  the  employment  of  this  basis,  what  territories  does 
the  term  ' '  foreign  countries ' '  exclude  ? 

43.  What  does  the  term  "New  York  domestic  rates,"  as  used 
in  Table  19,  indicate? 

44.  Compare  the  export  rates  from  Chicago,  111.,  to  Halifax, 
N.  S.,  with  those  on  domestic  traffic. 

45.  What  are  the  more  important  Mexican  Common  Points? 

46.  What  adjustment  does  the  one  employed  in  constructing 
rates  to  Mexico  closely  follow? 

47.  How  are  the  rates  from  St.  Louis,  Mo.,  to  Mexico  City, 
Mex.,  determined  ?  With  the  rates  so  determined,  how  are  rates 
from  Chicago,  111.,  reckoned? 

48.  How  are  the  rates  on  rail-and-water  traffic  from  St. 
Louis,  Mo.,  to  Mexico  City,  Mex.,  made? 

49.  How  are  the  rates  from  Chicago,  111.,  to  Monterey,  Mex., 
made  ? 

50.  In  making  rates  on  less-than-carload  traffic  by  way  of 
New  York,  what  charges  must  be  added  to  the  general  basis  of 
rates  ? 

51.  What  method  is  employed  in  establishing  rates  from 
Central  Freight  Association  Territory  to  points  in  Cuba  by  way 
of  Gulf  ports? 

52.  On  what  basis  are  the  rates  to  Key  West,  Pla.,  made 
with  relation  to  the  rates  to  other  Gulf  ports  ? 

53.  Give  an  illustration  of  the  construction  of  a  rate  from 
Youngstown,  Ohio,  by  way  of  Mobile,  Ala.,  and  Key  West,  Fla. 

54.  Enumerate  some  of  the  more  important  Cuban  outports. 

55.  Upon  what  basis  are  rates  to  these  outports  constructed? 
Do  the  rates  so  made  include  marine  insurance? 

56.  Does  the  grouping  of  the  territory  and  the  basis  for  mak- 
ing rates  from  points  in  Western  Trunk  Line  Territory  follow 
that  employed  in  the  Central  Freight  Association  Territory? 

57.  What  is  said  relative  to  the  jurisdiction  of  the  Federal 
Government  over  water  carriers? 

58.  In  your  opinion,  does  the  absence  of  control  over  water 
carriers  tend  to  stimulate  competition? 

59.  What  have  the  courts  held  with  reference  to  a  lower  rate 
on  export  and  import  traffic  than  on  domestic  traffic  ?  In  your 
opinion,  does  such  a  policy  result  to  the  advantage  or  disadvan- 
tage of  the  public  at  large? 


FREIGHT    RATES 

WESTERN  TERRITORY 


ONE  OF  A  SERIES  OF  TREATISES  IN  AN  INTERSTATE  COMMERCE 
AND  RAILWAY  TRAFFIC  COURSE 


PART   4 

EXPORT  AND  IMPORT  FREIGHT  RATES 


WILLIAM  CAMERON 

Chairman,  St.  Louis  Eastbound  Freight  Committee 

Chairman,  St.  Louis-Cincinnati- Louisville  Freight  Committee 


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